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HISTORICAL REPORT 



OF THE 



CHIEF ENGINEER 

INCLUDING ALL OPERATIONS OF THE 
ENGINEER DEPARTMENT 



American Expeditionary Forces 
1917 - - 1919 




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WASHINGTON 
GOVERNMENT PRINTING OFFICE 
1919 



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WAR DEPARTMENT 

Document No. 907 

Office of The Adjutant General 



FEB 



Of fc). 

3 1920 



WAR DEPAETMENT, 

Washington, July 5, 1919. 
The following publication, entitled " Historical Report of the 
Chief Engineer, Including all Operations of the Engineer Depart- 
ment, American Expeditionary Forces, 1917-1919," is approved and 
published for the information of all concerned. 

[062.1, A. G. O.] , 

By order of the Secretary of War: 

PEYTON C. MARCH, 

General, Chief of Staff. 
Official : 

P. C. HARRIS, 

The Adjutant General. 

3 



FOREWORD. 



The Historical Report of the Chief Engineer, American Expedi- 
tionary Forces, consists of a main body and appendices. The aim has 
been to present within reasonable space limits in the main body of 
the report the salient features of the organization and operations of 
the Engineer Department, and to include in appendices technical 
discussion, departmental and special service reports, regimental his- 
tories, and material of a similar detailed character. The main body 
of the report, therefore, constitutes the History of the Engineers in 
France, and at the same time serves as a means of coordinating the 
various detailed technical and historical reports forming the ap- 
pendices. As a convenience for the investigation of any special sub- 
ject — Army water supply, for example — there is given at the end of 
each section of the main body of the history a list of references to 
appendices or other data useful for research. A list of briefed refer- 
ences to general orders, bulletins, and other documents affecting the 
organization and personnel of the Engineer Department and a tabu- 
lation of the appendices are given at the end of this report. 

ARRANGEMENT OF MATERIAL IN ENGINEER HISTORY. 

The detailed history of the Engineer Department consists of three 
main parts. 

Part I deals with the organization and development of the depart- 
ment from the time of the appointment of the first chief engineer, 
American Expeditionary Forces, on May 18, 1917. 

Part II is devoted to military engineering, and is subdivided into 
two main sections: (1) Staff operations connected with the several 
special engineer services, such as water supply, camouflage, etc., and 
with the training of engineer troops at schools and with divisions, 
and (2) operations of engineer units serving as divisional, corps, or 
Army troops. 

Part III relates to engineer activities in the services of supply, and 
includes the three main subdivisions of supply, construction, and 
forestry. 

Attention is invited to the chief engineer's observations and recom- 
mendations covering the future organization and activities of the 
Engineer Service. (See p. 397.) 

For purposes of research reference is made in this report to ap- 
pendices containing detailed reports which will be found in the files 
of the Chief of Engineers at Washington, D. C. 

5 



SUBJECT INDEX. 



HISTORICAL BEPORT, CHIEF ENGINEER, AMERICAN EXPEDITIONARY FORCES. 

Page. 

Part I. — Engineer Department organization 15 

A chronological account (mentioning important personnel), tracing 
the origin and development of the department from the time of 
the appointment of the first chief engineer, American Expeditionary 
Forces on May 18, 1917, to the signing of peace preliminaries. 

Part II. — Military engineering : 55 

Staff operations : 

Special Engineer services — 

Water supply 55 

Electrical-mechanical 64 

Camouflage 68 

Searchlight service of the American Expeditionary Forces — 78 

Bridging 90 

Map making and reproduction 94 

Sound and flash ranging 98 

Light railways 104 

Road and quarry (D. L. R. and R.) 116 

Engineer research 121 

Board on military engineering 122 

Geologic investigations 125 

Engineer schools 133 

Engineer replacement depot 147 

Training of divisional engineers . 153 

\ Army operations : 

Operations with French and British — 
Army troops — 

With British 15S 

With French 163 

Divisional Engineers — 

With British 166 

With French 172 

Operations with the American First Army — 

St. Mihiel offensive 187 

Meuse-Argonne offensive 203 

Operations with the American Second Army 233 

Engineer operations after the armistice 239 

Part III. — Engineer Supply and Construction in the Service of Supply— 249 
Supply : 

Cement 262 

7 



8 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Part III. Engineer Supply and Construction in the Service of Supply- 
Continued. Page. 
Construction : 

Ports and docks 263 

Railroads 2S0 

Storage depots 288 

Hospital construction 324 

Troop shelter 336 

Remount depots 343 

Water supply in the Service of Supply 345 

Electrical installations 354 

Gasoline storage 359 

Refrigeration and bakeries 360 

Road work in the Service of Supply ' 3€ 

Air service construction 37c 

Motor Transport Corps 37t 

Forestry 377 

Concrete stadium 3£ 

Effect of armistice on Engineer work 390 

Part IV. — General comments and recommendations 397 

Conclusion 402 

Reference data 403 

Appendices 427 



INDEX TO ILLUSTRATIONS. 



Tage. 
Map — Main lines of communication and location of principal engineer 

projects 14 

Chart — Organization Engineer Department . 47 

Chart— Organization D. C. and F ,. 49 

Chart— Total troops and labor, D. C. and F 51 

Photo — Rannes Barracks, headquarters. S. O. S., Tours, France— 52 

Photo — Portable pumping plant . 60 

Photo — Canvas reservoir for drinking water 60 

Photo — Manufacture of camouflage material 72 

Photo — Camouflage construction for gun position 76 

Photo — Pontoon bridge across Marne at Jaulgonne 91 

Photo — Timber bridge construction 93 

Chart — Graphical record of the end of the war 101 

Photo — Transporting wounded by light railway 106 

Photo — Erecting light railway locomotives 106 

Photo — Light railway tractor and train 108 

Table — Tonnage handled by light railways r 112 

Photo — Types of steam and gasoline light railway tractors 115 

Photo— Road repair work 119 

Photo — Rock crushers, conveyors, and storage bin 119 

Photo— Artesian well 129 

Photo — Timber trestle bridge 143 

Photo — Dug-out construction 143 

Photo — Instruction trench at Angers 152 

Photo — Light railway track work 160 

Photo — Troop transportation by light railway 165 

Photo — Light railway ammunition train 165 

Photo — Erecting water tank 193 

Photo — Underground P. C. construction 195 

Photo — Removing rock from underground construction 195 

Photo — Light railway locomotive 197 

Photo — Light railway track work 199 

Photo — Heavy traffic on repaired road 208 

Photo — Road repairs 211 

Photo — Road repairs 211 

Photo — Stone from demolished buildings used on roads 215 

Photo — Footbridge across Marne 217 

Photo — Bridge construction 217 

Photo — Repairing bridge 219 

Photo — Trestle and crib bridge across Marne 221 

Photo — Camouflage to conceal mining operations 223 



10 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Page. 

Photo — Pontoon bridge over Bscaut 225 

Photo— Road work 227 

Photo — Rock-crushing plant 227 

Photo — Horse-watering point 228 

Photo — Bridge construction 231 

Photo — Repairing standard-gauge railroad 231 

Photo — Repairing roads with stone from shelled buildings 237 

Photo — Railroad tracks destroyed by Germans 238 

Photo — Bassens docks 264 

Photo — Pile drivers at Bassens docks 266 

Photo — Railroad trestle, Montoir 271 

Photo — Trestle approach, Montoir Pier 272 

Photo — Ammunition docks, St. Loubes 275 

Photo— Railroad yards, St. Sulpice Depot 282 

Photo— Nevers Cut-Off 282 

Plan — Bassens terminal yard L 283 

Photo — Bridge, Nevers Cut-Off 284 

Photo — Engine terminal, Montoir 285 

Plan — Saumur engine terminal 287 

Chart — Depot covered storage space 291 

Photo — General intermediate storage depot, Gievres 294 

Plan— Gievres Storage depot 295 

Plan — Is-sur-Tille storage depot 299 

Plan — Montoir storage yard 303 

Photo — Steel-frame warehouse, Montoir , 305 

Plan — St. Sulpice storage yard 307 

Photo — Track layout and warehouse, St. Sulpice 308 

Photo — Warehouse construction, St. Sulpice 310 

Plan — Montierchaume storage depot 313 

Plan — Liffol-le-Grand regulating station 314 

Photo — Ordnance warehouse, Mehun 317 

Plan — St. Loubes ammunition depot : 319 

Photo — Dock storage, Montoir 321 

Photo — Base hospital, Beau Desert 326 

Photo— 20,000-bed hospital, Mars 329 

Photo — Base hospital, Perigueux 330 

Photo — Base hospital, Limoges 333 

Photo — Base hospital, Beau Desert 334 

Photo — Barracks at Camp No. 4, Bassens 337 

Photo — Troop shelter, Camp Genicourt 339 

Photo — Le Mans embarkation center 341 

Photo — Two-story wooden barracks, Camp Baranquine 341 

Photo — Remount depot, Carbon Blanc . 344 

Photo — Cast-iron pipe line for water supply, St. Nazaire 350 

Photo — Pumping station, St. Nazaire 351 

Photo — Concrete dam, Savenay 353 

Photo — Electric substation, Mehun 356 

Photo — Oil-storage tanks, Blaye 357 

Photo — Refrigeration plant, Gievres 361 

Photo — Bakery, Camp Genicourt 362 

Photo — Portable rock crusher on road 364 

Photo — Caterpillar tractor and trailers l. 364 

Photos — Road-repair work ;ifter armistice 366 



INDEX TO ILLUSTRATIONS. 11 

Page. 

Photo — Steel-frame hangar, Latrecey 374 

Photo — Types of structures at Issoudun 374 

Plan — Romarantin air-service center 374 

Photo — Motor-reception park, Brest 376 

Photo — Motor-reception park, Bassens 376 

Photo — Work of forestry troops, Gien 378 

Photo — Work of forestry troops, Castets 381 

Photo — Sawmill, Dax district 383 

Photo — Lumber storage, Mimizan district 386 

Photo — Hauling long timber piling, near Bruyeres 387 



STATISTICAL INDEX. 



Engineer strength. — Number of officers and men under direct command or 
technical control of chief engineer, on November 11, 1918, was 174,000 dis- 
tributed as follows: With armies, 86,400; miscellaneous, 18,500 (including 
troops in training, at schools, etc.) ; construction (in the service of supply 
under the division of construction and forestry), 43,000; forestry. IS. 500 : 
supplies, 7,600; total Engineer strength, 174,400. 

Supplies. — Total tonnage of Engineer supplies received from all sources ex- 
ceeded 3,000,000 tons. Total cost of Engineer supplies approximately 
$ r>0,000,000. Total Engineer material received from the United States was 
1,416,000 tons. Total value of material in Engineer depots and at light rail- 
way central shops, according to after armistice inventory, was $106,940,920. 

Ports and docks. — Docks, aggregating 6.360 feet in length constructed, includ- 
ing ten 410-foot berths at Bassens, three berths at Montoir, and two at Brest. 
Lighterage facilities included 750-foot ammunition wharf at St Loubes ; total 
length of berths built by American Expeditionary Forces or acquired from 
French was 7 miles. 

Railroads. — Total of 967 miles of standard gauge railroad built, most of the 
mileage being in storage depots. Railroad bridge 2,100 feet long built across 
Loire River as part of Nevers " cut-off." 

Storage depots. — Total covered storage space in depots was 15,529,000 square 
feet. In addition there were provided 3,028,000 square feet of dock storage and 
3,858,000 square feet of miscellaneous storage. 

Hospitalization. — Space for 280,000 beds provided, of which 139,000 were in 
French buildings and 141,000 represented new construction, equivalent to 
7,700 hospital barracks. 

Troop shelter. — Total of 16,000 barracks erected. 

Forestry. — Lumber production to May 1, 1919, was: Lumber, 218,211.000 feet 
board measure ; standard gauge ties, 3,051,137 ; small ties, 954,667 ; miscel- 
laneous round products, 1,926,603 pieces; piling, 39,095 pieces; fuelwood. 
340,000 cords. 

Light railimys.— Total tonnage handled to February 1, 1919. was S60.652 tons. 
At armistice there were under American control 2,240 kilometers of light 
railway, of which 1,740 kilometers had been captured from the Germans, 
200 kilometers were constructed outright by the American Expeditionary 
Forces and about 300 kilometers taken over from the French and rehabili- 
tated. 

Road construction. — After the armistice more than 100,000 troops under En- 
gineer direction were engaged on road repair work. 
12 



ENGINEER STRENGTH IN AMERICAN EXPEDITIONARY FORCES. 

On November 11, 1918, there were under the direct command or 
the technical supervision of the chief engineer, American Expedi- 
tionary Forces, 174,000 officers and men, distributed as follows : 

Character of service. Officers and men. 

With armies I 86, 400 

Miscellaneous (including troops in training, at schools, shops, etc.) — 18,500 
Construction (in the services of supply under the division of construction 

and forestrv) 43,000 

Forestry . 18, 500 

Supplies 7, 600 

Total engineer troops under chief engineer American Expedition- 
ary Forces 174, 000 

13 



14 



HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 




Part I. 
ENGINEER DEPARTMENT ORGANIZATION. 



The Engineer Department of the American Expeditionary Forces 
comprised the personnel engaged in duties under the supervision, 
or the direction, of the chief engineer, American Expeditionary 
Forces. During the first three months the Engineer Department 
had no " organization," or fixed association of individuals, each per- 
forming specific duties and all systematically cooperating in well- 
defined functions. Personnel was at that time so insufficient that 
such an organization was impossible. It is, therefore, expedient 
merely to narrate the activities of the officers then on duty. A defi- 
nite conception of the size and difficulty of the Engineer task will 
be furnished by a recital of the facts concerning the preliminary 
surveys, investigations, negotiations and arrangements. 

Information furnished by the Joffre mission that France's greatest 
immediate needs were steel rails, locomotive stock, car stock, railway 
shop machinery and labor skilled in railway construction and rolling 
stock repair, was a controlling factor in the formulation of a policy 
for engineer operations in France. Other representations of both 
France and England indicated their urgent need of personnel skilled 
in forestry and in all branches of railway work. 

Accordingly, on May 5, 1917, nine regiments of railway troops 
were authorized. Two were to be railway shop units ; three, operat- 
ing units; and the other four, constructing units; one shop regi- 
ment and two operating regiments to be sent to the British, and one 
shop regiment, one operating regiment and four construction regi- 
ments to the French. 

A " Military Eailway Commission " to France and England was 
authorized, also May 5, 1917. Its membership was: Majs. Wm. Bar- 
clay Parsons and W. J. Wilgus, bath consulting engineers newly 
commissioned in the Engineer Officers' Reserve Corps; Maj. A. B. 
Barber, Corps of Engineers ; and Mr. F. de St. Phalle and Mr. W. A. 
Garrett, civilians experienced in railway engineering. Its work was 
concerned principally in ascertaining for the Chief of Engineers, the 
immediate requirements of the Allies in France in the way of rail- 
way regiments and transportation equipment. However, some in- 

15 



16 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

vestigations and recommendations were made touching the broader 
subject of organization, equipment, and supply for the Engineer 
work of the American expedition on the basis of a 500,000-man 
Army. In all, the commission dispatched to Washington 23 cable 
reports in addition to several more detailed special reports sent by 
mail. Its final report was completed and dispatched to the Chief of 
Engineers June 22, 1917. 

The Engineer Department of the American Expeditionary Forces 
had its beginning May 18, 1917, when Col. Harry Taylor reported 
for duty in Washington as chief engineer officer on the staff of the 
commanding general. He was informed that his list of assistants 
must be presented on the 21st, as the intention was to sail on the 24th. 
He was limited to two officers and three civilian assistants. From 
General Orders, No. 1, Headquarters, American Expeditionary 
Forces, Washington, May, 1917, is quoted the officer personnel of 
the Engineer Department, American Expeditionary Forces, as fol- 
lows : Corps of Engineers : Col. Harry Taylor, chief engineer officer ; 
Capt. Ernest Graves, assistant; Capt. Roger G. Alexander, assistant. 

The three civilian employees whose services Col. Taylor had se- 
cured were Louis A. Jenny, civil engineer; James S. Wells, and 
W. J. Quillinan, clerks. This force of five assistants was obviously 
inadequate for the discharge of even a small part of the necessary 
duties in France. 

The information concerning the ultimate role of the Engineers in 
the general operations of the American forces in France was at first 
very meager. Upon the definite placing of the line between the 
service of the interior and the theater of operations in France was 
dependent whether the Engineers or the Quartermaster Corps would 
be responsible for construction in and behind the line of communica- 
tions in France. On Friday, May 25, the Chief of Staff, the Chief 
of Engineers, and the Quartermaster General, in conference, decided 
that all France would be the theater of operations! Col. Taylor was 
notified of this decision on the following day. 

EN VOYAGE. 

Gen. Pershing and his staff departed from New York for the scene 
of operations on Monday, May 28, 1917. 

On May 31 the chief engineer officer was appointed a member of a 
board of five, the duty of which was " to consider the advantages and 
disadvantages of such ports as may be indicated as possible bases for 
the American Expeditionary Forces. These should include the ade- 
quacy of the suggested ports in space for anchorage, depth of water, 
protection from sea and submarines, docking and disembarking fa- 
cilities, railways, rolling stock, etc., highways, dust, rain, and other 



ORGANIZATION. 17 

violent storms, shelter for troops or space, if necessary, to erect 
shelter, hospitals or space, if necessary, to erect the same, space for 
remount accommodations, storehouses and go-downs or space to erect 
them, ice plants and cold storage facilities, etc. — in short, the infor- 
mation necessary to enable the commanding general to reach a con- 
clusion." 

Col. Taylor and Capts. Alexander and Graves also began work on 
the tentative designs and estimates for structures and facilities for 
debarking and housing the personnel, supplies and equipment of one 
Army division. With one division as a unit an estimate of the re- 
quirements for 1,000,000 men was made and incorporated in the 
board's preliminary report to the commanding general. To some ex- 
tent it later formed a basis for requisitions. 

The commander in chief and his party arrived in London at 3 p. m., 
June 8. The same day he directed that the Board on Ports " proceed 
not later than June 10, 1917, to the following places: St. Nazaire, 
La Pallice, Bordeaux, and the Gironde Ports, Nantes, Nevers, and 
Marseilles, visiting Marseilles as the last port. The travel to Nevers 
should be to inspect the possibilities for a depot." 

The board left London at 2 p. m., June 10, arriving at Paris on the 
11th, where arrangements were made for French officers to accom- 
pany the board to the ports to be investigated. 

FIRST WORK IN FRANCE. 

Between June 12 and June 18, 1917, the board visited and in- 
spected existing facilities, and possible sites for new ones, at Nantes, 
St. Nazaire, La Rochelle, La Pallice, Bordeaux, Bassens, Pauillac, and 
Le Verdon at the mouth of the Gironde. Upon completion of its 
study of the port facilities at Nantes and St. Nazaire, June 14, the 
board wired a preliminary report to Gen. Pershing at his new head- 
quarters. Upon the conclusion of its entire tour a complete report 
was submitted by the board, together with its recommendations 
that — 

1. The French plan of establishing concentration camps (instruction camps), 
and bases of supplies in the interior, and utilizing the ports as reshipping 
points, be accepted. 

2. The initial agreement with the French Government relating to railroad 
facilities include a provision which will insure American control of railway 
lines of communication whenever the situation makes such control necessary 
for the successful supply and operation of the American Army in France. 

3. The French Government turn over gradually to the American forces, for 
exclusive use, the following port facilities : 

For permanent use: At St. Nazaire, berthage for 3 ships; at La Pallice, 
berthage for 6 ships; at Bassens, the present dock facilities and sufficient 
river front to extend these facilities for berthage of 10 ships. 
127071—19 2 



18 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

For emergency use : At Nantes, berthage for 4 ships ; at Bordeaux, berthage 
for 3 ships; at Pauillac, berthage for 2 ships. 

4. Steps to be taken for the construction of wharves, storehouses, camps, 
etc., for the reshipping and transit accommodations indicated at the following 
points: At St. Nazaire, 150,000 men and 50,000 animals; at La Pallice, 350,000 
men and 100,000 animals ; at Bassens, 500,000 men and 200,000 animals. 

5. American forces have absolute control at ports of all (locking and ware- 
house facilities connected with the berths assigned the American ships ; all 
other features of port control to be arranged through French military staff 
officers. 

6. A general officer of the line of the American Army, with a sufficient staff, 
be sent to France without delay and detailed as commander for the service of 
the rear. 

7. A definite understanding be had with the French Government at the 
present time relative to reimbursement for use of docks, wharves, railroads, 
etc. 

8. Americans enlisted in the military forces of the United States be brought 
to France for the following purposes : Dock laborers ; foresters ; construction 
work, including bridge carpenters, masonry workers, plumbers, etc. 

9. Personnel and material be sent to France without delay for the following 
purposes: Collecting and sawing of timber in the French forest; for the con- 
struction and operation of refrigerating plants; for the operation of slaughter- 
houses ; and for the driving and operation of artesian wells. 

10. There be accepted from the French Government, or the American Gov- 
ernment immediately start the construction of, bases in the interior of France 
sufficient to provide ultimately for the maximum American forces to be sent, 
to France. 

OFFICE OF THE ENGINEER DEPARTMENT HEADQUARTERS. AMERICAN EX- 
PEDITIONARY FORCES, AT PARIS. 

Meantime, Majs. Graves and Alexander had gone to Paris and 
secured office space. The existence in France of the American Ex- 
peditionary Forces Engineer Department terminated the duties of 
the military railway commission, and on the 15th of June its mem- 
bers reported to the Chief Engineer for duty. Messrs. Garrett and 
de St. Phalle, now majors, Engineer Officers' Reserve Corps, de- 
parted for Washington within the next two or three days. On the 
20th, Maj. H. S. Graves and Capt. Barrington Moore, Engineer 
Officers' Reserve Corps, forestry specialists, reported for duty. The 
office of the Chief Engineer then had nine officers, as follows: Col. 
Harry Taylor, chief engineer; Majs. Ernest Graves, R, G. Alexander. 
A. B. Barber, W. B. Parsons, W. J. Wilgus, H. S. Graves, Capt, 
Barrington Moore, and the former civilian engineer, Capt. Louis 
A. Jenny. 

One of the first cables to the Chief of Engineers, June 20, requested 
the immediate dispatch to France of 12 officers, Corps of Engineers ; 
25 assistant or junior engineers, the latter to be either civilians or 
reserve officers. It was also requested that a purchasing agency and 



ORGANIZATION. 19 

depot be established in New York to furnish supplies and employees 
direct. 

Among the matters most urgent for early consideration and action 
were : 

1. The procurement of Engineer supplies : 

(a) The drafting of requisitions upon the United States. 

(b) Provision for timber supply. 

2. Port and transportation facilities: 

(a) Construction of wharves and cargo-discharging facilities. 

(b) Construction of terminal facilities at points of debarka- 

tion. 

(c) Organization of a service for the repair and operation of 

railroads. 

3. The provision of cantonments, storehouses, and hospitals. 

4. Organization of special engineer services — a gas service, a search- 
light service, a camouflage service, and a water-supply service. 

Preliminary work upon some of those matters was inaugurated 
immediately, while others were required to wait for the arrival of 
additional officers. 

PROCUREMENT OF ENGINEER SUPPLIES REQUISITIONS ON UNITED STATES. 

Requisitions for Engineer stores were prepared, and five were 
cabled to the Chief of Engineers on July 10. Requisition No. 1 called 
for 22,806 tons, consisting of camouflage material and I beams for 
dugout and cut-and-cover construction ; No. 2 required 6,133 tons of 
material for water-supply projects; No. 3 specified an electric light- 
ing plant complete, 395 tons; No. 4 for Engineer equipment and 
supplies for troops operating in corps and divisional areas ; and No. 
5 called for road building and quarrying equipment and machinery. 

All of the requisitions stipulated the quantities required for initial 
stock and those required for a monthly supply, and each contained 
this explanatory note : 

Initial stock is required as soon as possible and must thereafter be main- 
tained. Estimated monthly supply is required to be furnished automatically, 
after initial stock has been established, without further requisition. Bases 
of estimate is Army of 500,000 men. For larger Army quantities should be in- 
creased proportionately. 

Requisition No. 6 was dispatched to Washington July 14. It 
called for 157,936 tons of railway tools and materials and followed 
the lines of the earlier requisitions concerning initial stock and 
monthly supply. 

PRELIMINARY PLANS FOR FORESTRY OPERATIONS. 

The British and French had established an association known as 
the " Comite Franco-Britanique des Bois de Guerre," to arrange for 



20 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

the purchase of French timber to be cut by British and French for- 
estry troops. Thereby all timber speculation was eliminated. The 
work of the Comite was most satisfactory. The necessity that the 
United States enter into this arrangement was apparent, for the 
open-market quotations on French timber were 140 per cent higher 
than the prices paid by the French Government. A start was made 
June 22 toward arranging for American participation, when an in- 
formal conference was held, at which explanations given by the 
British officers present permitted a clear understanding of the man- 
ner in which the problem of lumber supplies was handled by the 
C. F.-B. B. G. 

Matters for immediate decision and early action were agreed to be : 

(a) The completion of arrangements to furnish aid to the British 
in accordance with obligations already incurred. 

(b) The determination of a policy regarding aid which had been 
requested by the French. 

(c) The determination of forestry requirements of American 
forces. 

(d) A decision as to the probable number of men needed to pro- 
duce wood and timber for the American Army. 

(e) The determination of a policy regarding the administration 
of forestry work and the early building of an overhead organiza- 
tion. 

(/) The coordination of our timber production with that of the 
French and British. 

(g) Arrangements with the French for standing timber. 

At a second conference June 28 with the British, the relation to 
the British forestry organization of American forestry troops de- 
tailed to British work was discussed to some extent and it was de- 
cided that those units should operate in the Landes district. The 
British desired to be informed when they might expect the American 
units and urged that training and camp drill in the United States be 
cut to a minimum. The urgency of the American need for timber 
supplies was explained by the American officers and it was agreed 
that the first battalion to arrive in France, of the regiment promised 
the British, would be detailed to produce timber for American con- 
sumption, while the second battalion would go to the British, as 
originally promised. In that conference the opinion was unanimous 
that the United States must be represented in the Comite Franco- 
Britanique des Bois de Guerre. 

Another conference was held at the office of Gen. Julien, chef du 
genie, July 5, for the purpose of making definite arrangements with 
regard to wood supply. Practically the only result was a promise of 
a formal invitation to the American Army to participate in the 
Comite Franco-Britanique des Bois de Guerre. 



ORGANIZATION. 21 

By the second week of July, it became evident that the French 
would be able to furnish to the American Army no lumber or timber 
except for camp construction, and therefore requisitions for all piles, 
heavy timbers, lumber, and ties for wharf and port terminal con- 
struction and all heavy bridge timbering required before the American 
forestry units could begin operations were immediately cabled to 
Washington. At the same time the timber negotiations with the 
French progressed so slowly that it was feared that operation dis- 
tricts might not be secured by the time the forestry units arrived. 

On July 22 a letter from Col. Taylor to the commander in chief 
outlined the critical situation and requested him to take steps to 
secure immediate action by the French. It was urged that the 
French Government had the right of forest requisition and that it 
should be induced to use it. A strong letter from Gen. Pershing 
to M. Painleve, minister of war, elicited a request from that official 
for a conference, at which the American wood requirements and 
the difficulties encountered were set before the minister. Gen. 
Pershing requested that immediate arrangements be made to secure 
location for forestry troops in forests, to be purchased in cooperation 
with the French Government. M. Painleve agreed to Gen. Persh- 
ing's requests. On August 2 the bureau des eaux et forets of the 
ministry of agriculture advised that — 

(a) The acquisition of private forests and the cutting rights in the 
State forests would be handled by Gen. Chevalier for the French 
Government. American negotiations would be directly with him. 

(5) A list of State forests which would be placed at the disposal 
of the American Army was at the office of Commandant Herbillon, 
who would aid through the detail of an officer in making an exami- 
nation of the timber at once. 

(c) A reorganized French committee had been formed to consider 
wood problems in France. This committee was composed of the 
minister of agriculture as chairman, other ministers, representatives 
of the bureau des eaux et forets, of wood consumers, and of the 
lumber industry. There was a permanent subcommittee of which 
M. Antoni was a member. 

(d) On August 1 that committee had finally decided that the 
French Government had the right to requisition on standing timber, 
and would exercise it when necessary. 

Thus, after six weeks, and only upon the determined intervention 
of the commander in chief, was the forestry dilemma straightened 
out. The desired results attained were: A definite arrangement to 
deal in forestry matters directly with a single authorized agent; the 
use of the power of requisition in acquiring private timber; permis- 
sion and plans for the immediate examination of State forests for 
the location of the first American forestry troops. 



22 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

PROVISION FOR PORT AND TRANSPORTATION FACILITIES. 

Transportation necessarily includes port facilities for cargo dis- 
charge, storage, classification, and routing, as well as intermediate 
and advance base facilities for storage and distribution. 

Although base port facilities and transportation are, in a sense, 
inseparable, sketches of the early work in each of those lines are pre- 
sented separately. 

Port facilities. — At a conference which Col. Taylor had with M. 
Claveille, under secretary of state for transport, on June 26, the 
latter suggested that, at the different ports where the American 
■ forces contemplated making improvements, certain existing facili- 
ties might be used pending the construction of additional accommo- 
dations. A point advanced for consideration was whether the United 
States should continue the use of French facilities for the period 
of the war, and turn over new improvements, upon completion, to 
the French, or use the French accommodations only pending the 
completion of American construction. The American choice of those 
alternatives was expressed as being quite immaterial. The question 
of payment by the French for American port improvements when 
the end of the war should discontinue their need by the United 
States was tentatively considered, but not definitely decided. 

It was learned at the conference that an officer under M. Cla- 
veille had prepared complete plans showing the French idea of what 
port extensions should be made by the Americans. They were offered 
simply as suggestive, and plans called for actual construction to be 
done by the Americans, but stipulated that all earth filling would 
be done by the French. They proved of help later. 

On July 2 a conference as to port facilities was held between Col. 
Taylor and Col. Maurier, chief of the fourth bureau of the French 
general staff, and the latter submitted a memorandum from which 
the following is quoted : 

SPACE OF THE PORTS. 

In proportion to its requirements the American Army can make use of — 

(a) At St. Nazaire, 5 postes (berths), 4 in the basin of St. Nazaire and 1 

on the Quai de Maree. 

(&) At Nantes, 4 berths along the Quai des Antilles. 

(c) At Bassens, 7 berths, ready or about to be finished. 

(d) At Pauillac, 2 berths. 

(e) At La Pallice, 2 berths, and besides the poste (berth) with the 40-ton 
crane when necessary. 

These berths can not all be reserved at this time without crippling the French 
movement of supplies by sea, but they will be turned over as needed. 

It is of the greatest importance that, according as these berths are made 
use of by the American Army, they should construct new ones at Bassens, at 
La Martiniere, at L'Usine Bruleie, as agreed upon. 



ORGANIZATION. 23 

The American Army will have the use of all tools and equipment existing in 
the ports at the places assigned to it. They must do their own unloading and 
warehousing. 

They need only comply with the general port regulations in accord with the 
French transport manager of that port. 

The docks belong to private individuals, to chambers of commerce, or to the 
Government. Those used by the American Army will be rented to them on 
terms to be especially agreed upon in each particular ca?e. The same applies 
to the cranes and other working implements. 

The question of the different port and dock charges has not yet been con- 
sidered. 

On July 7, 1917, a communication was sent to the French ministry 
of war announcing the acceptance of the Bassens facilities tendered 
by the French pending the construction at that place of a new 6- 
berth wharf by the United States. The probability of increasing 
the project to 10 berths was stipulated, as well as the provision of the 
necessary cranes, tracks, sheds, and the connection with the main 
line of the Paris-Orleans Railway. 

A general study of the inspections and surveys thus far made to- 
ward a solution of the port question resulted in the following recom- 
mendations to Gen. Pershing: 

(a) That tentative approval be given for the building of the entire 10 berths 
for which designs have been made at Bassens, together with the necessary 
tracks and accessories. 

( b ) That provisional approval be given for the building of 5 of the 10 berths 
for which designs have been made at La Martiniere, together with the necessary 
tracks, branch line to a connection with the railroad between Paimboeuf and 
Nantes, and accessories. 

(c) That an energetic attempt be made to have these matters settled and the 
work laid out on the ground, so that our railway construction regiments may be 
placed at work on grading as early as possible after their arrival. 

(d) That an immediate examination be made of wharf facilities in actual 
use by the British at Rouen, Havre, Boulogne, Calais, and Dunkirk, so that in 
the light thereof we may cable to the United States for the necessary cranes, 
capstans, etc., for the above-mentioned 15 berths, or possibly purchase all or a 
portion of them in Great Britain. 

(e) That, should the investigation under way as to the merits of the new 
deep-water port on the east bank of the Gironde River, near its mouth, prove 
to be favorable, 8 berths, under our exclusive control, be created there in 
lieu of that number which the French have intended to allot to us among the 
existing ports, the total of 23 berths under our exclusive control (10 at Bas- 
sens, 5 at La Martiniere, and 8 at a new deep-water port) therefore filling our 
needs as first outlined by the French, with the use of the existing French facili- 
ties for our initial needs in excess of that number. 

Considerable study was given at this time to the possibility of 
wharfage development on a site at Talmont, near the mouth of the 
Gironde Kiver, for port uses. The geographic location of that point 
suggested that survey be made, and in company with French officials 
an inspection of the place was made July 18. The shore was gener- 



24 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

ally rock, with high vertical bluffs between wide tide flats, where 
the bottom appeared to be rock, covered with a thin layer of mud. 
Near the upper end of the deep channel was a stretch approximately 
0.000 feet in length, where it might be possible to develop docks, and 
behind it were excellent facilities for yards and camps. Nothing 
more was immediately done on the Talmont proposition. A few 
weeks later, however, to establish definitely the feasibility of enter- 
ing on a project of development at Talmont, Maj. Hugh L. Cooper, 
who arrived in France in late July, directed the driving of some test 
piles there. As a result of his investigation it was decided that port 
facilities at Talmont could be arranged only by the expenditure of a 
v r ery large sum of money and a great amount of time, and the idea 
of development there was abandoned. Nevertheless, the project was 
later revived, and work started at a somewhat different location. 

With a view to profiting by the experience of the British in their 
use of French ports, Havre, Rouen, Dieppe, Calais, Dunkirk, and 
Boulogne were visited. The quay space, ship berthage, tonnage 
handled, crane equipment, storage capacity, yard and siding facili- 
ties at each of these ports were especially noted. 

A review by Col. W. J. Wilgus, Transport Corps, of the aggre- 
gate performance of the ports inspected by him led him to conclude 
that, with the various restrictions at the French ports occupied in 
part by the British, such as duality of control, multiplicity of de- 
partmental management, inferiority of labor, poor track layouts, 
congestion through use of space for storage purposes, hindrance to 
efficient use of forces, inadequacy of suitable car supply, and main-line 
limitations, the average quantity of freight passed between vessel 
and quay was 1^ tons per day per linear foot of quay, or approxi- 
mately 600 tons per day per 410-foot berth. It was suggested by him 
that, unhampered by the above-mentioned restrictions and with four 
modern electric gantry cranes of wide radius for each 410 feet of 
berth, supplemented by a few special cranes of high capacity work- 
ing in three shifts, in connection with ships of large tonnage, it would 
be possible to attain an average continuous output of 20 tons per 
hour, or 500 tons per 24 hours per crane — equivalent to 2,000 tons 
per day per 410-foot berth, or 5 tons per day for each linear foot of 
quay. It is of interest to note that, in accordance with these views, 
gantry cranes were later installed at Bassens, but for various reasons 
the output above suggested was not attained. 

Recommendations were accordingly presented to the commander 
in chief and the chief of engineers along these lines, as follows, but 
(A), (i), and (j) are omitted as not affecting the operations of the 
Engineer Department : 

(a) That new ports, exclusively for American occupancy, be created as 
quickly as possible at Bassens, with 10 berths, accommodating vessels drawing 



ORGANIZATION. 25 

24 feet to 25 feet; at La Martiniere, with 5 berths, capable of future increase 
to 10, accommodating vessels drawing 22 feet to 23 feet ; and at some point, to 
be selected, near the mouth of the Gironde, with the capacity of about 10 
berths, for vessels of the deepest draft. 

(&) That all operations at each port be under the management of an experi- 
enced and able American terminal superintendent, aided by a competent staff of 
assistants and foremen, by an adequate force of skilled cranemen, repairmen, 
mechanicians and stevedores, and by a force of high-class labor, all in sufficient 
number for continuous operation in three 8-hour shifts. 

(c) That track layouts of ample capacity be planned, with proper provision 
for orderly expansion, and so designed on the circulatory system as to avoid 
conflict of in and out bound movements, these principles already having been 
observed in the plans outlined for Bassens and La Martiniere. 

(d) That storage of freight in the port proper be avoided through the estab- 
lishment of warehouses and open areas near by, at which freight not imme- 
diately to be forwarded to the interior might be held without clogging the port. 

(e) That shed and platform areas be paved with smooth surfaces for effi- 
cient trucking; that labor-saving devices be installed, such as steel, ball- 
bearing, unloading skids, electric-driven warehouse platform trucks, with extra 
platform cars, movable platforms for transferring crane loads into box 
cars; chutes for horses, mules, and live stock, and such other special devices 
as would best suit the handling of miscellaneous materials, and that very light 
locomotives be supplied for moving cars on the wharves in lieu of horses and 
capstans. 

(f) That the electric installations be made ample for vivid night illumina- 
tion and for running various electric devices, and that a repair shop be estab- 
lished at each port, for the combined uses of all branches of the service. 

(g) That one 10-ton, one 5-ton, and two 3-ton electric gantry cranes be pro- 
vided for each berth, except at one of the end berths, where a 20-ton crane 
can be provided at each port, preferably of the self-propelled, floating type or 
otherwise of the fixed-dock type; and that the cranes be equipped with an 
assortment of hooks, grab buckets, slings, trays, and magnets for handling 
various commodities, such as coal, crushed stone, bagged goods, boxes, barrels, 
steel rails, timbers, crossties, ammunition, locomotives, cars, and guns. 

Transportation. — M. Claveille had charge of matters relating both 
to railways and to port facilities, so that many of the early negotia- 
tions carried on by the Engineer Department were conducted with 
his office. On June 26, in an interview with Col. Taylor, this French 
official laid stress on the early construction of terminals at seaboard 
points selected for the debarkation of American troops and supplies. 
He suggested that the first arriving Engineer troops should be 
assigned immediately on that work with material furnished by the 
French, but that, if the material was not forthcoming, the Ameri- 
can troops should be placed in the forests to cut the necessary tim- 
ber, and that the first shop regiment to arrive should be stationed 
at the Nevers shops, then under construction by the French. These 
shops were to be turned over to the Americans, who were to furnish 
the necessary shop machinery and equipment. Plans of such equip- 
ment had already been sent to Washington. 



26 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

The subject of the organization of a permanent boa-rd of the rep- 
resentatives of France, England, Italy, and the United States to 
consider transportation matters was also broached and favorably 
considered. 

The result of another conference with Col. Maurier, of the French 
general staff, was a memorandum containing data on transportation, 
outlining the views of the French ministry, thus : 

The control of transportation over the line of communications can be Carried 
out by the American Army in the following manner : 

(a) The bureau of transportation at American headquarters should keep 
in constant communication, on the one hand, with the direction des transports 
militaires in the interior zone (general headquarters of the army, fourth bu- 
reau), and, on the other, with the direction des transports militaires in the 
zone of the armies (grand quartier general). In this way all the details of 
transportation can be mutually agreed upon. 

(&) As to the actual transportation itself, an American officer will be sta- 
tioned with the commission regulative (the controlling commission) and in 
each important station on the line of communications (stations terminal, supply 
stations, warehouses, meal stops, base, etc.). 

The American officer who is attached to the French controlling commission 
should address to them all his requests for transportation in the zone of that 
commission, and should collaborate with them in the handling of such trans- 
ports. 

The American officers . detailed to the important stations, near the " Com- 
missions of the French railway stations," should inform them of their require- 
ments. They serve as liaison between them and the American troops and de- 
partments, also superintend the actual transportation itself. 

As to the cost of railway transportation, that is covered by a 
special agreement between the French Army and the companies, and 
will apply to the American Army. 

On July 3 a newly-formed international committee on transporta- 
tion convened, under the presidency of M. Claveille; Col. Taylor, 
representing the interests of the United States. The subjects dis- 
cussed had relation almost entirely to French needs. In telling of 
the increased number of locomotives and cars becoming unfit for use 
due to the lack of repairs, M. Claveille expressed the desire that the 
French might secure American repairmen in addition to the first 
shop regiment already promised. He brought up the urgency of the 
early delivery of the locomotives, rails, and equipment ordered from 
America by the French. The advisability of the American Army 
furnishing operating forces for 150 miles of railway in the advance 
and rear areas of the American front was also urged. 

The whole problem of transportation was a few days later ao-ain 
considered in more detail in a conference with M. Claveille and rep- 
resentatives of all the railroads in France interested in the movement 
of American troops and supplies. Based on an Army of 1,000,000 
men, the United States officials assumed a tonnage of 50,000 per day, 



OKGANIZATION. 27 

based on 100 pounds per man per day. The French railroad officials 
present outlined a plan for routing this tonnage, thus: 25,000 tons 
via Bourges, Nevers, Chagny, Dijon, Is-sur-Tille ; 15,000 tons via 
Bourges, Cosnes, Laroche, Nuis-sous-Raviere, Chatillon, Chaumont; 
10,000 tons via Orleans, Montargis, Sens, Troyes. 

That arrangement was accepted by the chief engineer with the 
reservation that, should military necessity or other reasons make a 
change necessary in the routing of the traffic, it would be done. 

The desire was expressed by the French that a commission repre- 
senting the American and the French interests be appointed to con- 
sider the general question of necessary changes in the existing rail- 
way lines to carry .the American traffic, and to adopt a general plan 
of railroad operation. From the French viewpoint the questions to 
be taken up by such commission were : 

(a) Work to be clone on the line of communications to permit the 
transportation of the tonnage stated, and the relative urgency of the 
various portions of the work. 

(5) Installations to be made in the zone of the interior and in the 
zone of the armies for the warehouses, depots of munitions, of mate- 
rial, and regulating stations. These regulating stations to be near 
enough to the front to allow the American railway troops to be in- 
trusted with the operation of the lines situated on the Army side. 

(c) Necessary personnel to execute this work to be furnished by 
the American Army. 

(d) Locomotives, cars, and personnel with which it will be neces- 
sary to provide each of these lines to transport its tonnage. 

(e) Reduction of French.military traffic which can be expected on 
the same lines. 

Throughout August the Engineer Department continued the 
preparation of plans covering railway construction projects, making 
estimates, preparing requisitions on the United States, and confer- 
ring with general headquarters American Expeditionary Forces, 
and the French war ministry on matters having direct relation to 
transportation problems then pending. 

Transportation service. — A transportation department was au- 
thorized by General Orders, No. 8, Headquarters American Expedi- 
tionary Forces, July 6, 1917. It was not created until two months 
later, and the Engineer Department in the meantime therefore gave 
considerable attention to the formulation of a transportation organi- 
zation. Thorough studies of the British and French systems were 
made. 

It was then known that troop and supply transport from de- 
barkation points to the front would involve long hauls of 400 to 500 
miles over railway lines which also served a large French and British 



28 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

demand. The plan deemed preferable was modeled after that of the 
British, that of more or less decentralized branches of the service, 
each in charge of an expert. It permitted the ready selection of 
suitable officers, disposed of the need of seeking personnel of extraor- 
dinary versatility, and left each branch head unembarrassed by any 
need of dissipating his time in supervising matters other than his 
own specialty. This plan followed methods already familiar to the 
French in their dealings with the British, and its adoption was in- 
tended to minimize the likelihood of misunderstandings arising when 
American operations started. The French divisional system was 
also studied but was rejected. 

The chief engineer officer accepted a commission as brigadier gen- 
eral, National Army, on August 31. 1917. On the same date Mr. W. 
W. Atterbury reported to Gen. Pershing with a view to his assuming 
charge of the transportation service as director general of transporta- 
tion in accordance with General Orders. Xo. 8. and his appointment 
announced in General Orders, Xo. 37, Headquarters American Expe- 
ditionary Forces, September 14, 1917, which established a transporta- 
tion department and detailed Mr. TV. W. Atterbury. director general 
of transportation: Maj. TV". J. Wilgus, deputy director of railways; 
Brig. Gen. William C. Langfitt. manager of light railways: Brig. 
Gen. C. H. McKinstry, manager of roads. 

EARLY SURVEYS FOR INTERMEDIATE AND ADVANCE DEPOTS. 

Although the Engineer Department was charged with the con- 
stuction of all depots and distributing points, other branches of the 
service were also concerned. Since the Engineer Department had 
been working mostly on ports, transportation matters, and timber 
supply, little attention could be given to intermediate and advance 
depots until June 29, 1917, when Col. Taylor, accompanied by Col. 
TVilkins, Quartermaster Corps, Maj. Logan, general staff, Capt. 
Taylor, Signal Corps, and Commandant Laval made an inspection 
of existing French depots in the intermediate zone, expected to be 
taken over by the American organization. The party visited 
Ambrais, Sabris, Bourges, Avord. and Xevers, and depot facilities 
at each of these places were inspected. From Xevers the officers 
went to Cosne and Montargis. At the former place a French am- 
munition depot under construction was examined, and at Montargis 
a large supply and engineer depot was inspected. 

Nothing further in the way of a depot program could be accom- 
plished until the arrival in France of the first Engineer regiment. 
The 15th Engineers, recruited for standard gauge railway construc- 
tion, debarked at Le Havre, July 26, 1917, and immediately moved to 
Vierzon, in the intermediate zone. Col. Edgar Jadwin, commanding 



ORGANIZATION. 29 

the 15th Engineers, became, under a system similar to that of the 
Engineer Department in the United States, chief engineer in the zone 
covered by his regiment — the intermediate zone or section. 

Col. Taylor and Gen. Biddle on July 28, 1917, made an inspection 
of the depot facilities in the vicinity of Vierzon. It was discovered 
that no work had been done on the shops at Nevers since the agree- 
ment that all work was to be completed by the French as early as 
possible in order to prepare it as a station for the first shop regiment. 
It was learned, however, that a contract had been let for the early 
completion of the work and that it would be started within a few 
days. Two companies of the loth Engineers had already begun the 
construction of a ftj- mile branch line from Issoudun to the site of the 
projected aviation camp near that place. Col. Jadwin was given 
instructions to obtain further information regarding certain sites in 
the vicinity indicated by the French for possible storage depots. 

The commander in chief on August 4 made a definite decision upon 
the amount of storage space to be provided. His decision made pro- 
vision for not only the immediate present but the ultimate future, 
and embraced not only the intermediate zone but the base and ad- 
vance zones. The decision made possible the immediate construction 
of depots. 

Col. Jadwin examined seven sites which had been suggested for 
depots on the St. Nazaire-Bourges line in the intermediate zone and 
recommended Gievres and Mehun as the most suitable, and they were 
approved as sites. The country on the Tours-Orleans line was also 
examined and a site tentatively chosen near Blois. 

On August 6, a survey party from the 15th Engineers left for 
Gievres. A survey was made by them of the ground between Ville- 
franche and Selles and a site chosen there for a general depot. At 
the same time a survey was made by another party from the regiment 
of the ground between Foecy and Mehun, from which a site for an 
ammunition depot was chosen. On August 15, Company B of the 
15th Engineers left for Luneville where it engaged in the survey for 
an advance depot and camp sites in the first and second divisional 
areas. Another party made a survey of about 1(H square miles in the 
vicinity of Blois, a location which was intended to be used as a general 
depot. Col. Jadwin, assisted by Capt. Somerville, examined sites in 
the vicinity of Chateauroux and Issoudun on the Bordeaux-Bourges 
line in the intermediate zone which had been suggested for depot 
sites. Surveys of these sites were made. Thereafter extensive exami- 
nation of the country between Neufchateau and Chaumont was made. 
Sites at Liffol-le-Grand and Sousey were recommended as the most 
suitable in that area for advance depots. A later decision was, how- 
ever, made to locate the advance depot at Is-sur-Tille. 



30 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

ORGANIZATION OF SPECIAL ENGINEER SERVICES. 

Except requisitions Nos. 1 and 2, for camouflage and water supply 
material, respectively, nothing was done toward organizing the gas, 
searchlight, camouflage, and water supply services prior to the ap- 
pointment of their permanent chiefs. With the exception of the gas 
service, which like the transportation department, was later divorced 
from the Engineer Department, the organization and operations of the 
special Engineer services from the time of the appointment of their 
chiefs are described in subsequent parts of this report. 

GAS SERVICE. 

Information supplied the commanding general, American Expedi- 
tionary Forces, by Dr. G. A. Hulett, of the American scientific mis- 
sion, emphasized the need of a gas service, and the Engineer Depart- 
ment was accordingly charged with its organization. Dr. Hulett, a 
specialist in chemical research work, had accumulated considerable 
data concerning the use of gas and flame in both offensive and defen- 
sive warfare. 

In the general organization project of the expedition the forma- 
tion of a gas and flame regiment was included, and cable No. 108, re- 
ceived August 15 from the War Department, advised that orders 
had been issued authorizing the organization of a gas and flame 
regiment. However, it was obvious to the chief engineer that if 
matters were delayed to await the organization of that regiment, the 
work which should be done immediately in France would be neg- 
lected. Therefore, in a memorandum to the Chief of Staff on 
August 17 he pointed out that the service was of extreme importance 
and recommended that Lieut. Col. Amos A. Fries, Corps of Engi- 
neers, be designated as chief of the gas service. On August the com- 
mander in chief appointed Lieut. Col. Fries "director" of the gas 
service, American Expeditionary Forces. 

Conferences were held by the chief of the gas service with the chief 
engineer officer and members of the general staff, with a view to co- 
ordinating his efforts with those being made in the United States, 
and effecting more speedily a gas and flame service for the American 
Expeditionary Forces. On August 24, upon Col. Taylor's recommen- 
dation, cable No. 122 was sent to the Chief of Engineers requesting 
that the Bureau of Mines and other departments then carrying on 
gas experimental and research work send to the chief of the gas 
service at general headquarters biweekly reports of their activities 
and such information as might be useful to the service in France. 

On September 3, by General Orders, No. 31, Headquarters Ameri- 
can Expeditionary Forces, a gas service was established as a " Staff 
Department " of the American Expeditionary Forces, to operate in- 



ORGANIZATION. 31 

dependently of the chief engineer, although that officer was charged 
with its supply of all such material and appliances as are usually 
furnished by the Engineer Department. The Engineer Department 
was also required to furnish all such personnel as was not acquired 
from other sources. 

BEGINNING OF A DEFINITE ORGANIZATION— FUNCTIONS OF 
CORPS OF ENGINEERS. 

The original functions of the Corps of Engineers in the American 
Expeditionary Forces, broadly, comprised military engineering, 
engineer supply, general construction, and service of military rail- 
ways. 

The term " Military engineering " embraces all duties of the Engi- 
neers assigned or attached to a tactical command, including those of 
the chief engineer, American Expeditionary Forces (his headquar- 
ters, American Expeditionary Forces, staff duties) , of the chief engi- 
neers of Armies and Army corps, of division engineers, and of the 
engineer officers and men subject to the command of each. Engineer 
supply includes the procurement, storage, and issue or distribution 
of such materials as are specified as Engineer property or equip- 
ment. The scope of the two functions, general construction and 
service of military railways, is well covered in the following quota- 
tion from Army Eegulations regarding the duties of the Corps of 
Engineers within the theater of operations : 

* * * the location, design, and construction of wharves, piers, landings, 
storehouses, hospitals, and other structures of general interest ; and of the con- 
struction, maintenance, and repair of roads, ferries, bridges, and incidental 
structures ; and of the construction, maintenance, and^ operation of railroads 
under military control. * 

Assigned to other than Engineer Department. — Headquarters, 
American Expeditionary Forces, General Orders, No. 37, September 
14, 1917, creating the transportation department, assigned to it the 
service of military railways, and charged it with the operation, main- 
tenance, and construction of all railways under American control, 
and with the construction and maintenance of wharves and roads, 
and of shops and other buildings for railway purposes. The trans- 
portation department discharged the foregoing construction duties 
only at the ports of St. Nazaire and Bordeaux, and during the 
period September 14, 1917, to March 12, 1918. On the latter date, 
also, it relinquished direction of American light railway operations. 

Certain construction was also done by the Air Service and the Ord- 
nance Department. Air Service construction was taken over by the 
Engineer Department on December 31, 1917, and that of the Ord- 
nance Department, January 17, 1918. 



32 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Retained by Engineer Department. — After the arrival of sufficient 
personnel, an organization of the Engineer Department was formu- 
lated and changed from time to time to correspond to the varying 
assignment of duties to the department. As finally decided by higher 
authority, these duties were military engineering, engineer supply, 
general construction, and, from March 12, 1918, light railways. Dur- 
ing the 15 months subsequent to the previously described preliminary 
period of three months the organization naturally falls into three 
periods, thus : 

FIRST PERIOD — AUGUST 13, 1917, TO MARCH 12, 191S. 
I. 

Function : Military engineering. 

Head : Chief engineer, American Expeditionary Forces. 
Organization : Office of the chief engineer, American Expeditionary 
Forces. 

II. 

Functions : 

(a) Engineer supply. 

(b) General construction. 

Head : Chief engineer, line of communication. 

Organization : Office of the chief engineer, line of communication. 

SECOND PERIOD — MARCH 12, 19 IS, TO JULY 11, 1918. 
I. 

Functions : 

(a) Military engineers. 

(b) Engineer supply. 

Head : Chief engineer, American Expeditionary Forces. 
Organization : Office of the chief engineer, American Expeditionary 
Forces. 

(a) Office at general headquarters. 

(b) Office at headquarters, S. O. S. 

II. 

Functions : * 

(a) General construction. 

(b) Light railways. 
Head : Chief of utilities. 
Organization : * Office of chief of utilities. 

(a) Department of construction and forestry. 

(5) Department of light railways and roads. 

THIRD PERIOD JULY 11, 19 IS. TO NOVEMBER 11. 191S. 

Functions : 

(a) Military engineering. 

(6) Engineer supply. 

(c) General construction. 

((f) Light railways and roads. 

1 As originally organized, the service of utilities included also the department of trans- 
portation and that of motor transport. 



ORGANIZATION. 33 

Head : Chief engineer, American Expeditionary Forces. 

Organization : Office of chief engineer, American Expeditionary Forces. 

(a) Office of assistant chief engineer, American Expeditionary 
Forces at general headquarters. 

(&) Division of Military Engineering and Engineer Supplies. 

(c) Division of Construction and Forestry. 

(d) Division of Light Railways and Roads. 

FIRST PERIOD— AUGUST 13, 1917, TO MARCH 12, 1918. 

I. Military Engineering, Chief Engineer, American 
Expeditionary Forces. 

As to military engineering, the chief engineer, American Expedi- 
tionary Forces, had a threefold relation. He served as Engineer ad- 
viser to the commander in chief, as technical supervisor of all Engi- 
neer services directed by chief engineers of lesser commands, and he 
commanded the office of the chief engineer, American Expeditionary 
Forces. 

As adviser to the commander in chief it was his duty to collect 
and furnish complete information concerning all Engineer services 
in the American Expeditionary Forces; to submit recommendations 
for obtaining necessary Engineer personnel from the United States 
and for assignment to duty of all Engineer personnel of the Ameri- 
can Expeditionary Forces, and to formulate and submit general 
plans, projects and policies for all Engineer services and the neces- 
sary organization and equipment thereof. 

Being responsible to the commander in chief for the work of per- 
sonnel engaged in the performance of the Engineer duties of lesser 
commands, it was the duty of the chief engineer, American Ex- 
peditionary Forces, to exercise technical supervision and to maintain 
technical inspection over all Engineer services of such commands. 
Although the chief engineers of tactical and territorial commands 
were under the direct orders of their immediate commanders and 
responsible to them for the proper performance of their duties, the 
chief engineer, American Expeditionary Forces, maintained a super- 
vision over their operations that was partly direct and partly in- 
direct. Direct supervision was exercised by written or verbal com- 
munication through " Engineer channels " ; that is, through the chief 
engineers of successively subordinate commands. Indirect super- 
vision was exercised through regular military channels, beginning 
in a recommendation to the commander in chief and passing down 
through the headquarters of successively subordinate military com- 
mands. Technical inspection of Engineer units was maintained by 
direct action. All Engineer staff officers were authorized to communi- 
cate directly with the chief engineer, American Expeditionary 

127071—19 3 



34 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Forces, concerning the personnel under their charge, matters of sup- 
ply and technical details of their work. 

The chief engineer, American Expeditionary Forces, as head of 
the office of the chief engineer, American Expeditionary Forces, was 
commander of all Engineer troops not assigned or attached to 
tactical or territorial commands, and with them he was required to 
discharge all Engineer duties not otherwise provided for. 

OFFICE OF THE CHIEF ENGINEER, AMERICAN EXPEDITIONARY FORCES. 

The station of the chief engineer, American Expeditionary Forces, 
was changed from Paris to that of headquarters, American Expedi- 
tionary Forces, at Chaumont, on September 1, 1917. 

Although a comprehensive organization of the office was being 
formulated, due to lack of personnel, for two months it was not 
placed in operation, as most of the Engineer officers available in 
France for staff duty had been assigned to other services. Officers 
on duty in the office at that time were detailed, thus: Maj. G. A. 
Youngberg to coordinating the activities of the various special 
Engineer services then being formulated and maintaining liaison 
with the general staff; Maj. R. G. Black as administrative officer; 
Maj. F. F. Longley to the organization of a water-supply service; 
Maj. A. S. Peck to duties in connection with a forestry service; 
Capt. G. W. Semmes as personnel officer. 

By November 1, 1917, the office of the chief engineer, American 
Expeditionary Forces, had assumed an organization in four divisions 
along the following lines : 

1. The accounts and contracts division charged with keeping of 
all accounts, making contracts, and all auditing. 

2. The administration division engaged in the executive control of 
the office and handling of all routine work. It had four sections: 

(a) Personnel section for the classification of Engineer officers and 
the supply of such personnel upon requisition; (b) military-infor- 
mation section, engaged in the collection and dissemination of mili- 
tary engineering information to all arms and departments; (c) in- 
spection and training section for the supervision of training of Engi- 
neer units; (d) motor-transport section, for the management of the 
engineer motor transport, which at that time existed. The equip- 
ment was later placed in the general pool and the section abolished. 

3. The operations division had six sections: (a) Technical military 
engineering section, engaged in the collection, compilation, and 
proper distribution to Engineer units of current information on 
military engineering. The five following engaged in surveys, draft- 
ing of requisitions, and the formulation of appropriate policies; 

(b) electrical and mechanical section; (c) water supply and sewer- 



ORGANIZATION, 



35 



age section; (d) camouflage section; (<?) searchlight section ; and (/) 
geologic section. 

1. The supply division, while concerned in the general supervision 
of engineer supply, was engaged principally in the active supervision 
of purchases in Europe (through the engineer purchasing officer) 
and of requisitions on the United States. 

II. Engineer Supply — General Construction, Chief Engineer, 
Line of Communications. 

Organization of the line of communications was begun on August 
13, 1917. Since the far greater portion of Engineer duties in the 
immediate future were necessarily in the line of communications, 
most of the engineer officer personnel available in August was as- 
signed to that service. The number of engineer officers in France 
was increased in August by more than 30 unattached officers from 
the United States. Another source of officer supply during that 
period was the field and staff personnel of arriving engineer regi- 
ments, many officers being immediately detached from duty with 
their regiments for headquarters duty. 

The need of Engineer troops for construction work was extremely 
urgent. As the regiments of Engineers reached France they were 
immediately assigned to the most pressing duties. The first 12 Engi- 
neer regiments debarked in French ports in the summer and autumn 
of 1917 in the following order : 



Regiment. 



Character. 



Arrived. 



Commanding officer. 



15th Engineers Railway construction . 

11th Engineers ' do 

17th Engineers ' do 

13th Engineers [ Railway operation 

12th Engineers do 

14th Engineers ! do 

1st Engineers ' Divisional 

16th Engineers ! Railway construction . 

18th Engineers do 

19th Engineers j Railway shops 

10th Engineers ! Forestry 

2d Engineers Divisional 



July 26 
Aug. 6 
Aug. 17 
Aug. 18 

...do 

...do 

Aug. 21 
Aug. 29 
Aug. 30 

...do 

Oct. 7 
Oct. 8 



Col. Edgar Jadwin. 
Col. C. H. McKinstry. 
Col. John S. Sewell. 
Col. W. C. Langfitt. 
Col. C. McD. Townsend. 
Col. W. P. Wooten. 
Col. M. M. Patrick. 
Col. H. Burgess. 
Col. J. B. Cavanaugh. 
Col. Herbert Deakvne. 
Col. J. A. Woodruff. 
Col. J. F. Mclndoe. 



The 11th, 12th, and 14th Engineers were detailed to the construc- 
tion and operation of light and standard gauge railways with the 
British expeditionary forces, the 13th Engineers to the operation of 
French Army railways, while the 19th engaged in the operation of 
French railway shops. The 1st and 2d Engineers engaged first in 
divisional training area camp construction in territory eventually 
included in the advance section, and later took up front-line training 
with French divisions. The 10th Engineers immediately began the 
felling of timber and the erection of sawmills. 



36 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

With the commanding officers in charge of construction therein, 
the other four regiments took up the construction in the areas, as 
follows : 

15th Engineers in the Gievres district (later intermediate section) ; 
16th Engineers in the Is-sur-Tille district (later part of advance sec- 
tion) ; 17th Engineers in the St. Nazaire district (later base section 
No. 1) ; 18th Engineers in the Bordeaux district (later base section 
No. 2). 

Among the first offices of headquarters, line of communication, to 
be established was that of its chief engineer. Beginning with a 
skeleton staff, it had grown to a force of 30 by the middle of Sep- 
tember, and increased gradually with the scope of operations. As 
had been related, the main functions of the chief engineer, line of 
communication, and the engineer staff and forces subject to his direc- 
tion, were construction and Engineer supply. Therefore, his organi- 
zation had those two main divisions. However, the distribution of 
the minor functions to the sections under those divisions was, for the 
first three months, in a condition of continuous evolution, both in 
duties and in personnel. Lieut. Col. Charles W. Kutz reported to 
the chief engineer, American Expeditionary Forces, on August 14, 
1917. The latter immediately detailed him chief engineer officer, 
line of communication. He was relieved August 24 by Brig. Gen. 
Charles H. McKinstry. On September 17, having been appointed 
manager of roads, transportation department, Gen. McKinstry was 
relieved as chief engineer, line of communication, by Brig. Gen, 
Mason M. Patrick. He served as chief engineer, line of communi- 
cation, until the discontinuance of the office in March, 1918 ; also as 
commanding general, line of communication, from November 2 to 27, 
1917. 

To the chief engineer, line of communication, the following Engi- 
neer officers were assigned as assistants: Lieut. Col. T. H. Jackson, 
Maj. L. V. Frazier, Maj. Ernest Graves, Maj. H. L. Cooper, and 
Maj. H. S. Graves. A few days later, Maj. Cooper was transferred 
to the transportation department. 

ENGINEER SUPPLY. 

Col. Jackson was placed in charge of the organization of the 
division of engineer supply, in the office of the chief engineer, line 
of communication, and on August 30 the chief engineer, American 
Expeditionary Forces, also appointed him engineer purchasing and 
disbursing officer. In the latter capacity he became engineer mem- 
ber of the general purchasing board, reporting to the general pur- 
chasing agent. Subject to the supervision and approval of the chief 
engineer, American Expeditionary Forces, he was charged with the 



ORGANIZATION. 37 

purchase in Europe and with the acquisition from the United 
States of all Engineer materials and equipment, the approval of 
the general purchasing board being also required on purchases in 
Europe. The duty of supervision and approval of certain classes 
of purchases and requisitions, however, was delegated to the chief 
engineer, line of communication, by the chief engineer, American Ex- 
peditionary Forces, and, in fact, most requisitions leading to pur- 
chase or to supply from United States subsequent to Requisition 
No. 6 originated in the supply division of the office of the chief 
engineer, line of communication. 

As engineer purchasing officer, Col. Jackson established purchas- 
ing offices in Switzerland, Spain, France, and England, most Euro- 
pean purchases being in the two last named. Capt. T. B. Whitted 
was placed in charge of the Paris office for French purchase and 
Maj. R. G. Powell of the purchasing office in London. 

As Engineer supply officer, line of communication, Col. Jackson 
designated Capt. J. H. Graham depot officer and charged him with 
thp. organization and operation of the Engineer supply depots in 
the line of communication. He also detailed Capt. J. H. Wicker- 
sham to draw up requisitions on the United States, and because of the 
necessity for cooperation in planning the receiving and storage facili- 
ties for the enormous quantities of material named in such requisi- 
tions, the latter's work was placed under the supervision of the depot 
officer. In organizing his depot section, Capt. Graham placed Capt. 
Stephen Orlop in liaison at the French engineer depot at Angouleme, 
and designated Capt. J. A. Sargent depot officer at Gievres, Capt. 
C. H. Harrell at Is-sur-Tille, Capt. C. A. Rothwell at St. Nazaire, 
and Capt. L. L. Clarke at Bordeaux. In late September, 1917, each 
depot officer took over such stores of general Engineer material as 
had been accumulated at those stations by supply officers of Engineer 
regiments there, and immediately began provision for increasing 
stock and storage space. On December 22, 1917, Lieut. L. C. Millar 
was made Engineer depot officer at La Pallice, and about the middle 
of January Capt. J. C. Moore took station at Le Havre in a similar 
capacity. 

As part of the supply division of the office of the chief engineer, 
line of communication, a forestry section was organized in Septem- 
ber, 1917, under Maj. H. S. Graves, forestry assistant, first to the 
chief engineer, American Expeditionary Forces, and from August 
29 to the chief engineer, line of communication. Col. J. A. Woodruff 
having debarked his forestry regiment, the 10th Engineers, on Octo- 
ber 7, placed it in various cutting areas. Until December 22, 1917, 
he remained in command of its operations, when he established his 
regimental headquarters in the office of the chief engineer, line of 



38 HISTORICAL EEPORT CHIEF ENGINEER A. E. F. 

communication, and superseded Lieut. Col. (haves as chief of the 
forestry section. In addition to his duties as chief of the forestry 
section and in command of the 10th Engineers, Col. Woodruff re- 
lieved Col. Jackson, and from December 24, 1917, to February 14, 
1918, served as engineer purchasing officer, American Expeditionary 
Forces. He also assumed the duties of engineer supply officer, line 
of communication, from the former date until the discontinuance of 
that office January 15, 1918. 

From January 15, 1918, until the end of this period the chief of 
the forestry section, Col. Woodruff, and the depot officer, Capt. 
Graham, operated directly under the chief engineer, line of commu- 
nication, and not through an intervening supply officer. 

ENGINEER CONSTRUCTION OFFICE ORGANIZATION. 

Majs. L. V. Frazier and Ernest Graves were assigned to the con- 
struction division, line of communication. Maj. Frazier was charged 
with the direction of hospital and warehouse construction until Octo- 
ber 2, 1917. Maj. Graves became administrative officer. He was 
also charged with the supervision of the construction of camps for 
American troops in process of building by the French, with Maj. T. 
M. Newton in local charge. Upon Maj. Frazier's relief, Maj. Graves 
assumed his hospital and warehouse construction duties, and from 
that time until he left the office for general staff duty, January 20, 
1918, he was in charge of its construction division. 

Maj. Graves received promotion to the rank of lieutenant colonel 
on October 25, 1917. At about that time he had completed the or- 
ganization of the various sections of his division, as follows : 

(a) Administration section: Handling personnel, correspondence, 
contracts, project plans and reports, and coordinating the other 
sections. 

(b) Barracks and camp section: Charged with requirements, de- 
sign, and technical supervision of barrack and camp lavout and 
structures, Maj. W. N. Denman. 

(r) Hospitalization section: Requirements, design, and technical 
supervision of hospital layout and construction, Capt. R. M. Coomer. 

(d) Oil storage and plant section: Requirements, design, and 
technical supervision of the construction of oil-storage facilities and 
of various plants, Maj. H. L. Van Zile. 

(e) French camp section: Requirements, design, and technical 
supervision of camps being built by French authorities for United 
States Army, Maj. T. M. Newton. 

(/) Water supply and sewerage section: Requirements, design, 
and technical supervision of such installations, Capt. T. H. Wiggin. 
(g) Drafting and reproduction section, Capt. L. W. Hall. 






ORGANIZATION. 39 

ENGINEER CONSTRUCTION FIELD DIRECTION. 

The field direction of construction in the Is-sur-Tille district was 
exercised under the chief engineer, line of communication, by Col. 
H. Burgess, commanding the 16th Engineers, until December 20, 
when Col. Mclndoe, commanding officer of the 2d Engineers, became 
chief engineer of the advance section. Col. Mclndoe discharged 
those duties until he was relieved about February 15, 1918, by Brig. 
Gen. Jadwin. The latter continued in charge during the remainder 
of the period. 

From the time of the arrival of his regiment, the 15th Engineers, 
in the intermediate section until he was promoted and relieved by 
Col. Ernest Graves, February 14, 1918, Col. Jadwin, having inves- 
tigated and recommended the storage depot sites, directed the 
Engineer construction in that section. Col. Graves then continued 
those duties during the remainder of the period. 

Dock and railway construction in base sections No. 1 and No. 2 
were administered by the commanding officers of the 17th and 18th 
Engineers, respectively, reporting directly to the director general 
of transportation. Although the work was done by men from the 
17th and 18th Engineers, the direction of all engineer construction 
in those sections not connected with docks or railways was assumed 
by Col. Ernest Graves, in addition to his other duties under the chief 
engineer, line of communication. On December 18, 1917, those duties 
in base section No. 1 were taken over by Maj. R. E. Fowler, and on 
December 29 they were assumed in base section No. 2 bv Capt. C. W. 
Cook. 

LABOR. 

Beginning with approximately 4,000 Engineer and other troops 
in late August, 1917, the construction forces operating under direc- 
tion of the chief engineer, line of communication, had gradually in- 
creased to 31,000 on March 12, 1918. They included 6,500 Forestry 
Engineer troops, 18,500 Engineer troops and troops of other arms, 
and 6,000 civilians. The labor during the period was very inadequate. 

SECOND PERIOD— MARCH 12, 1918, TO JULY 11, 1918. 

I. Military Engineering, Engineer Supply — Chief Engineer, 
American Expeditionary Forces. 

General orders published in February and March, besides changing 
the designation line of communications to that of service of the rear, 
and then to services of supply (S. O. S.), changed the distribution of 
duties so that a general outline of such reorganization as affected 
Engineer Department duties now becomes necessary. 



40 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Four major changes were effected : 

(1) The office of the chief engineer, line of communication, was 
abolished. 

(2) The chief engineer, American Expeditionary Forces, in addi- 
tion to his American Expeditionary Force functions, became chief 
of a newly created Engineer Department at headquarters S. O. S. 

(3) The service of utilities was created, its chief, under command- 
ing general S. O. S., being charged with the coordinating direction 
of four departments: Transportation, construction and forestry, 
light railways and roads, motor transportation. 

(4) The director general of transportation, American Expedi- 
tionary Forces, was transferred from general headquarters, and with 
its duties limited to operation and maintenance of standard gauge 
railroad, his department became a service under the commanding 
general, Service of Supply, through the chief of utilities. 

Upon the creation of the Engineer Department of the Service of 
Supply in March, 1918, the chief engineer American Expeditionary 
Forces was charged under the commanding general, Service of Sup- 
ply, with all duties concerned with the supply, storage, and issue of 
Engineer materials, and this was his only defined function in the Serv- 
ice of Supply. While becoming Chief of the Engineer Department, 
Service of Supply, the chief engineer, American Expeditionary 
Forces, retained his former American Expeditionary Forces functions 
at general headquarters — except that of supply procurement in which 
he was made responsible to the commanding general, Service of Sup- 
ply, although certain matters concerning requisitions upon the United 
States and large purchases required general headquarters' approval. 

For the proper discharge of his duties under the commanding 
general, Service of Supply, and under the commander in chief, the 
chief engineer, American Expeditionary Forces, maintained two 
offices — one at headquarters, Service of Supply, and one at general 
headquarters. 

OFFICE AT GENERAL HEADQUARTERS. 

Upon the division of the duties of the chief engineer, American 
Expeditionary Forces, between general headquarters and headquar- 
ters, Service of Supply, and the establishment of an office at each, 
Col. M. L. Walker, Engineers, United States Army, was designated 
as " assistant to chief engineer, American Expeditionary Forces," 
with headquarters at general headquarters, and was empowered to 
act as the personal representative of the chief engineer. 

His duties were as follows: 

(a) To maintain suitable contact with all engineer troops of tacti- 
cal commands, including division, corps, and Army engineers, and 
all other special engineer services in the zone of the Armies, to an- 



ORGANIZATION. 41 

ticipate their demands for engineer supplies and make all necessary 
arrangements therefor. 

(b) To act as adviser in all matters pertaining to construction 
and technical operations of military field engineering an field forti- 
fication work. 

(o) To maintain technical liaison between the Engineer Depart- 
ment and the general staff. 

(d) To serve as a means of immediate communication between the 
chief engineer and the commander in chief, with a view to expediting 
business pertaining to the Engineer Department. 

He was assisted by the following officers, with duties indicated : 

Col. G. A. Youngberg, in general administrative charge of opera- 
tions division and engineering intelligence division. In immediate 
charge of all matters pertaining to changes or organization of En- 
gineer Department and Engineer troops, and liaison with section 
of the general staff. 

Col. F. B. Wilby, in charge of operations and engineering intelli- 
gence division. In immediate charge of engineering intelligence 
connected with field fortifications and allied combat engineering 
services. 

Lieut. Col. J. G. B. Lampert, in immediate charge of engineer in- 
telligence matters pertaining to communication agencies, and liaison 
with office of director of light railways and roads on matters per- 
taining to that service. 

Lieut. Col. J. B. Cress, in immediate charge of all routine matters 
pertaining to engineer personnel and under the direction of Col. 
Youngberg in charge of matters connected with the camouflage and 
searchlight services. In immediate charge of engineering intelligence 
pertaining to organization, equipment, and technical training of 
Engineer troops. 

Maj. F. W. Herman, in general administrative charge of local 
office, clerks, personnel, etc. Recorder of the board on military en- 
gineering, and in charge of confidential records of board and of mili- 
tary engineering library. 

Lieut. Col. A. S. Peck, in charge of forestry, including statistics 
(attached to this office from Service of Utilities, but later released 
from reporting to the Engineer Department). 

Lieut. Col. A. H. Brooks and Maj. Le Croix, in charge of matters 
connected with geologic research and water supply studies, and 
assistants to Col. Wilby on matters pertaining to excavation and 
earthworks. 

Maj. R. W. Chaffee, in immediate charge of drafting and statis- 
tical sections and of liaison with G-4 on construction and matters 
other than supply pertaining to G-4. 



42 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Lieut. Col. J. H. Wickersham, assistant to Col. Walker on matters 
of supply. Later deputy engineer supply officer at general head- 
quarters. 

Second Lieut. E. P. Burrus, in charge of motor transportation 
attached to office of chief engineer, at general headquarters. 

Second Lieut. C. A. Wackwitz, in command of civilians and en- 
listed personnel attached to the office. In charge of discipline and 
police offices; assistant to Maj. Herman in administration of the office 
and in connection with records of engineer intelligence section. 

The office at headquarters, Service of Supply, had three divisions — 
Operations, Administration, and Supply — although the office of the 
engineer purchasing office at Paris constituted, practically, a fourth 
division. The operations division functioned directly under 
the assistant to the chief engineer, American Expeditionary Forces, 
Cols. C. W. Kutz, J. B. Cavanaugh, and W. A. Mitchell, successively. 
Its sections were : 

Water supply and sewerage section, Col. F. F. Longley in charge. 

Electrical and mechanical section, Capt. George W. Semmes in 
charge. 

Personnel section, First Lieut. W. N. Thomas. Maj. J. B. Cress, 
and Col. S. C. Godfrey, successively, in charge. 

Recording section, First Lieut. G. A. N. Thall in charge. 

Under Maj. G. B. Holloway, head of the administration division, 
were the office service section, Capt. A. L. Philbrick, in charge, and 
accounts and contracts section, Capt. C. R. Stanley, in charge. 

Capt. J. H. Graham, formerly depot officer of the office, chief en- 
gineer, line of communication, became and continued as supply 
officer until relieved by Capt, C. A. Rothwell, April 9, 1918. Capt. 
Rothwell was in charge during the remainder of the period to July 
11, 1918. The division had three principal sections: 

Procurement section, First Lieut. W. J. Shea in charge, handled 
requisitions on the United States and the preparation of bills of 
material for purchase by the engineer purchasing officer. 

Depot section, Capt. R. C. Limerick in charge, handled storage and 
forwarding through the depot officers at the individual engineer 
depots. 

Port-receipts section, Capt. B. L. Barns in charge, handled the 
receipt, checking, classification, and forwarding of material at the 
ports, and general reports and statistics. 

The engineer purchasing officer, Col. C. McD. Townsend, who, on 
February 14, 1918, had relieved Col. Woodruff, then in charge of 
that office, and his organization continued at Paris. Subject to the 
chief engineer American Expeditionary Forces, and the coordina- 
tion of his purchases with those of other staff departments by the 
general purchasing agent, the engineer purchasing officer and his 



ORGANIZATION. 43 

organization served as the purchasing agency of the supply division. 
All materials required through purchase by the procurement section 
of the latter were billed as requisitions upon the engineer purchasing 
officer, who then made the purchases. 

Because of the necessity for its close coordination with the enor- 
mous purchases of cement an additional function of the engineer 
purchasing officer was the cement section, operating several mills 
for the manufacture of cement, with Maj. H. S. Spackman in charge. 

The other sections of the engineer purchasing office were the 
administration, barracks, and contract section, the procurement sec- 
tion (including the purchasing offices in England, Spain, and Switz- 
erland), and the disbursing section. 

II. Chief of Utilities. 

GENERAL CONSTRUCTION LIGHT RAILWAYS. 

Maj. Gen. W. C. Langfitt was appointed Chief of Utilities March 
10, 1918. Arriving in France as colonel of the 13th Engineers Au- 
gust 17, 1917, he was relieved of his command on the 21st, and as 
brigadier general served as first chief of staff, headquarters line of 
communication, from August 29 to September 28, 1917. From the 
latter date until his appointment as chief of utilities Gen. Langfitt 
(major general after Feb. 8, 1918) served simultaneously as manager 
of light railways under the director general of transportation and 
commanding general of the American troops with the British expe- 
ditionary forces. 

As originally authorized the service of utilities included the trans- 
portation department, the motor-transport service, forestry service, 
and lumber and tie production and all construction under the com- 
manding general service of supply. 

Two of the four original divisions of the service of utilities were, 
in the reorganization of July 11, 1918, again formed into separate 
staff departments. These were the transportation department and 
the motor-transport service, with which the Engineer Department 
was therefore no longer concerned, except that all work of con- 
struction for both these departments, including docks, warehouses, 
railroads, yards, shops, motor parks, motor repair shops, etc., was 
done by the Engineers. These two services are therefore not further 
discussed. 

ENGINEER CONSTRUCTION, OFFICE ORGANIZATION. 

To the department of construction and forestry the chief of utili- 
ties confided all construction and all lumber production in the service 
of supply. In personnel and the assignment of duties thereto the 



44 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

new utilities department of construction and forestry consisted of 
the former office of the chief engineer line of communication. 

Under Gen. Patrick, as director, the department of construction 
and forestry operated with five sections, as follows : 

(1) Forestry section, Col. J. A. Woodruff, chief. 

(2) Plant construction section, Maj. H. L. Van Zile, chief. 

(3) Hospitalization section, Capt. R. M. Coomer, chief. 

(4) Warehouse and barrack construction section, Capt. George 
Sykes, chief. 

(5) Water supply section, Capt. T. H. Wiggin, chief. 

Gen. Patrick, having been appointed chief of air service, was re- 
lieved as director of construction and forestry by Gen. Jadwin on 
May 16, 1918. Gen. Jadwin reorganized his department, which 
form it maintained to the end of this period, as follows : 

Brig. Gen. Edgar Jadwin, director of construction and forestry. 

Col. J. A. Woodruff, deputy director. 

Lieut. Col. E. A. Gibbs, chief of general construction section. 

Lieut. Col. J. H. Graham, chief of railroads and docks section. 

Lieut. Col. W. B. Greeley, chief of forestry section. 

Maj. H. W. Gregory, chief of administration section. 

ENGINEER CONSTRUCTION, FIELD DIRECTION. 

Under the director of construction and forestry, the section engi- 
neer officer of each territorial section of the Service of Supply was 
in direct charge of all construction therein. In all, there were nine 
territorial sections in France and one in England. 

Forestry operations in the field were directed by forestry district 
commanders under the chief of the forestry section, in turn under 
the deputy director of construction and forestry. 

LABOR. 

During the period March 12 to July 11, 1918, the construction 
forces under direction of the director of construction and forestry 
increased from 31,000 to 75,000, including 39,000 Engineer and other 
troops, 13,000 forestry Engineer troops, 21,000 civilians, and 2,000 
prisoners of war. Even with this force the labor was far below 
requirements. 

DEPARTMENT OF LIGHT RAILWAYS AND ROADS. 

Prior to the creation of the service of utilities the three American 
light railway regiments — the 11th, 12th, and 14th Engineers — had 
been operating with the British under command of Gen. Langfitt. 
Also, Gen. Langfitt was manager of light railways; that is, director 
of the light railway division of the transportation department. On 



ORGANIZATION. 45 

March 19, 1918, as chief of utilities, Gen. Langfitt created, with 
Brig. Gen. Edgar Jadwin as director, the utilities department of 
light railways and roads by combining the former light railways 
division and the former roads division of the transportation de- 
partment. The department of light railways and roads was origi- 
nally made responsible for the construction, equipment, maintenance, 
and operation of all narrow-gauge railways in advance of the nor- 
mal gauge railheads and for the construction and maintenance of 
all roads in American-occupied territory, together with the quarry- 
ing of material therefor. However, the department was relieved 
of the greater part of that responsibility within the first two months 
of its existence. After April 1, 1918, all road and quarry duties in 
the base and intermediate sections, Service of Supply, were dis- 
charged by the department of construction and forestry ; after April 
12, 1918, all light railway, road, and quarry work in the Army zone 
was carried on under tactical command, but with departmental tech- 
nical supervision; after May 7, 1918, all road and quarry work in 
the advance section, Service of Supply, was carried on by the de- 
partment of construction and forestry, under technical supervision 
of the department of light railways and roads. In light railway 
and road operations in areas under various tactical commands the 
department maintained technical supervision through officers de- 
tailed to the staffs of the chief engineers of those commands. In the 
advance section, Service of Supply, the section engineer, department 
of construction and forestry, was made engineer, light railways and 
roads, for the section, and technical supervision passed through him. 

The function of the department of light railways and roads after 
May 7, 1918, therefore became primarily that of technical supervi- 
sion and of estimating and making provision for requirements in 
trained personnel and in construction and operation equipment. 

During the period, March 19 to July 11, 1918, the office of the 
director of the utilities, department of light railways and roads, had 
the following organization: 

Director: Brig. Gen. Edgar Jadwin until May 16, 1918, then 
Col. Herbert Deakyne. 

Manager of light railways : Lieut. Col. A. T. Perkins. 

Manager of roads : Lieut. Col. H. W. Hodge, 

Chief Engineer: Maj. F. G. Jonah. 

General superintendent of transportation: Maj. D. S. Brigham. 

General superintendent of motive power: First Lieut. G. J. 
Richers. 

General superintendent of construction : Maj. S. A. Robertson. 

Supply officer: Lieut. C. R. Gamble until April 20, 1918, then 
Capt, W. M. McKee. 



46 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

THIRD PERIOD— JULY 11, 1918, TO NOVEMBER 11, 1918. 

Chief Engineer, American Expeditionary Forces. 

military engineering, engineer supply, general construction, 

and light railways. 

On July 11, 1918, the service of utilities was dissolved and its chief, 
Gen. Langfitt, was appointed chief engineer, American Expedition- 
ary Forces. The utilities department of light railways and that of 
construction and forestry were transferred to the office of the chief 
engineer, American Expeditionary Forces. With Gen. Taylor as 
director, the office organization of the former chief engineer was 
designated the division of military engineering and engineer sup- 
plies of the new office of the chief engineer, American Expeditionary 
Forces. The general headquarters office organization became the 
military engineering branch of the division of military engineering 
and engineer supplies. Upon Gen. Taylor's departure for the United 
States, September 11, 1918, the general headquarters office was placed 
in charge of the assistant to the chief engineer, American Expedi- 
tionary Forces. 

Gen. Langfitt's immediate office organization consisted of : 

(a) The deputy chief engineer, Brig. Gen. T. H. Rees, until Octo- 
ber 15, 1918, then Brig. Gen. Charles Keller. 

(b) The adjutant, Capt. S. M. Felton, jr., until October 21, 1918, 
then Capt. E. A. Kane. 

(c) The personnel and operations section, Col. S. C. Godfrey, until 
October 20, 1918, then Col. J. P. Jervey, with Maj. C. Van Deventer 
as assistant to both. 

(d) The administration section, Capt. E. J. McGrail. 

(e) The historical-technical section, First Lieut. G. A. N. Thall, 
until September 1, 1918, then Capt. R. K. Tomlin, jr. 

The personnel section and the historical section had been taken 
over from the office of the former chief engineer, American Expe- 
ditionary Forces, and reorganized as (c) and (e). 

OFFICE OF THE ASSISTANT TO THE CHIEF ENGINEER, AMERICAN 
EXPEDITIONARY FORCES, GENERAL HEADQUARTERS. 

The organization and duties of the office of the assistant to the 
chief engineer, American Expeditionary Forces, at general headquar- 
ters continued during the period, July 11, 1918, to November 11, 1918, 
practically without change, except in personnel. 

Col. Walker was relieved from duty as assistant to the chief engi- 
neer at general headquarters July 11, 1918, to assume charge of the 
Motor Transport Corps. He was succeeded by Col. S. A. Cheney, 
Engineer, United States Army, who had arrived in France shortly 
before that time in command of the 110th Engineers. He served as 



ORGANIZATION. 



47 



senior member of the board on military engineering and carried on 
the numerous troop inspections and technical conferences as the 
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48 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

ENGINEER SUPPLY. 

The office of the director of the division of military engineering 
and engineer supplies was constituted as follows : 

Director, Brig. Gen. Harry Taylor, until September 11, 1918, then 
Col. F. C. Boggs until October 15, 1918, then Brig. Gen. J. F. 
Mclndoe. 

Supply section, continued until September 16, 1918, with the or- 
ganization of the former supply division, Capt. C. A. Rothwell, in 
charge. After this date, Col. F. A. Molitor, in charge, effected a re- 
organization described in detail elsewhere. 

Water-supply section, continued as previously organized, Col. F. F. 
Longley in charge. 

Electrical-mechanical section, continued as previously organized, 
Maj. George W. Semmes in charge. 

Office service section, continued as previously organized, Capt. A. 
L. Philbrick in charge until August 18, then Capt. W. N. Thomas 
until September 5, then Capt. E. B. Wade. 

Accounts and contracts section, continued as previously organized, 
Capt. C. B. Stanley in charge until October 4, then Capt. E. B. Wade. 

The engineer purchasing office, during the last four-month period, 
under the chief engineer, American Expeditionary Forces, continued 
to function as the purchasing agency for the supply section of the 
division of military engineering and engineer supplies. Its constitu- 
tion, too, remained as in the previous period, except that Col. Town- 
send was relieved as engineer purchasing officer by Col. F. C. Boggs 
on October 15, 1918. 

GENERAL CONSTRUCTION. 

The general form of Gen. Jadwin's office organization for the 
former utilities department of construction and forestry was retained 
under him as director of the division of construction and forestry 
of the office of the chief engineer, American Expeditionary Forces 
(Engineer Department, S. O. S.). Col. Woodruff continued as 
deputy director. 

The general construction section, Lieut. Col. E. A. Gibbs, chief, 
had four subsections: (1) Maj. R. M. Coomer in charge of storehouse, 
hospital, and barrack buildings; (2) Maj. H. L. Van Zile in charge of 
gasoline and oil storage and refrigeration plants and plant electrical 
and mechanical installations; (3) Maj. T. H. Wiggin in charge of 
water supply and sewerage; and (4) Maj. H. W. Durham in charge 
of roads. The railroad and dock section continued under Lieut. Col. 
J. H. Graham with Maj. John Lansdale as assistant. Maj. H. W. 
Gregory, with an assistant, continued as chief of the administration 
section. That section had four subsections : Supplies and requistions 



ORGANIZATION. 



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50 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

(on D. M. E. and E. S.) ; drafting and reproduction; statistical in- 
formation; and labor, motor, and personnel distribution. The for- 
estry section continued its organization as follows : 

Chief of section, acquisition of timber, Lieut. Col. W. B. Greeley. 

Technical equipment and operations, Lieut. Col. George H. Kelley. 

Production and shipment, Lieut. Col. R. A. Johnson. 

Cordwood production, advance section, Maj. A. S. Peck. 

Member interallied forest^ committee, Maj. T. S. Woolsey. 

ENGINEER CONSTRUCTION, FIELD DIRECTION. 

The system of field direction of construction which obtained under 
the chief of utilities, namely, that of having section engineers in 
charge of all construction within their sections, was continued under 
the chief engineer, American Expeditionary Forces. 

The number of forestry operations districts were steadily in- 
creased during the period. There were, in all, 14 district commanders 
directing forestry work in the field, one of whom was charged with 
cordwood production in the advance section. 

LABOR. 

Total labor forces under the direction of the director of construc- 
tion and forestry during the period increased until on the date of 
the armistice they reached a figure of 145,000. Forestry troops had 
jumped to 18,500; Engineer and other troop strength had increased 
to 77,500; civilian labor reached 34,000; and prisoner-of-war labor 
touched the 15,000 mark. Still the available labor was far short of 
requirements. 

LIGHT RAILWAYS. 

The organization for performance of the duties of the division 
of light railways and roads remained unchanged in form during 
the period July 11 to November 11, 1918, except to provide for a 
deputy director. There occurred, however, the following changes 
in personnel : 

Director, Col. Herbert Deakyne was relieved by Brig. Gen. C. H. 
McKinstry, July 27, 1918. 

Deputy director, Col. E. M. Markham from August 10, 1918. 

Manager of roads, Lieut'. Col. H. W. Hodge was relieved by Maj. 
Bert Baldwin September 17, 1918, and he in turn relieved by Lieut. 
Col. E. P. Conway October 14, 1918. 

General superintendent of transportation, Maj. D. S. Brigham was 
relieved by First Lieut. C. W. Loomis September 28, 1918. 

Supply officer, Capt. W. M. McKee was relieved by Capt. W. O. 
Hickok August 25, 1918. 



ORGANIZATION. 51 

ORGANIZATION CHANGES SUBSEQUENT TO NOVEMBER 11, 1918. 

After the signing of the armistice the following officers served as 
deputy chief engineer, American Expeditionary Forces : 

Brig. Gen. Charles Keller, continued until November 16, 1918. 
Brig. Gen. J. J. Morrow, November 16 to December 20, 1918. 




Brig. Gen. S. A. Cheney, December 26, 1918, to January 2, 1919. 

Col. G. B. Pillsbury, January 10 to February 5, 1919. 

Brig. Gen. Charles Keller, from February 5, 1919. 

Brig. Gen. Charles Keller relieved Brig. Gen. S. A. Cheney as 
assistant to the chief engineer, American Expeditionary Forces, at 
general headquarters, November 16, 1918, taking over his duties 



52 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



from Col. J. W. Stewart, temporarily in charge. Gen. Keller was 
relieved to become deputy chief engineer, American Expeditionary 
Forces, by Col. George K. Spalding on February 5, 1919. 

Due to the cancellation of Service of Supply construction, and the 
change in Army activities to mere occupation and training, the 
demand for engineer supplies, after November 11, 1918, was so re- 
duced that only a small part of the supply section personnel, division 
of military engineering and engineer supplies, was needed. Ac- 
cordingly, the greater part of the section became an organization 
for inventory purposes. The division of military engineering and 




RANNES barracks, tours. 

Engineer headquarters, containing offices of chief engineer, A. E. F., director of construction 
and forestry, and director of military engineering and engineer supplies. 

engineer supplies was abolished January 27, 1919, and its duties 
divided and reassigned. 

All engineer supplies, depots, and personnel of the supply section 
were transferred to the engineer purchasing officer, with the effect 
of making him engineer supply officer under the chief engineer, 
American Expeditionary Forces. All personnel of the military en- 
gineering sections (water supply and electrical and mechanical) 
was transferred to the immediate office of the chief engineer, Ameri- 
can Expeditionary Forces, and placed under the direction of the 
deputy chief engineer, American Expeditionary Forces. 



ORGANIZATION. 53 

With the cessation of operations the process of engineer supply 
was reversed — the function of procurement was largely replaced by 
that of disposition. Engineer materials had to be disposed of by 
sale as soon as possible in order to avoid loss due to deterioration. 
The engineer purchasing officer was appointed engineer sales officer 
in accordance with General Orders, No. 66, Headquarters, S. O. S., 
December 17, 1918, which created the general sales board under a 
general sales agent. As engineer member of the general sales board 
the engineer sales officer effected sales of engineer material in cooper- 
ation with the other members and under the supervision and direc- 
tion of the general sales agent in a manner identical to that employed 
in effecting his purchases under the general purchasing agent. 

General Orders, No. 54, Headquarters, Service of Supply, pub- 
lished November 14, 1918, reduced the construction and forestry 
operations of the Engineer Department to a minimum. Consequently 
a material reduction was made in the personnel of the division of 
construction and forestry. The form of organization was retained, 
however, and a roads section, witli Col. J. H. Graham as chief, was 
added upon the assignment to the division January 2, 1919, of the 
duty of repairing and maintaining all American-used roads in 
France and Luxembourg. 

Upon the signing of the armistice the duties, lines, equipment, and 
personnel pertaining to the service technically supervised by the 
director of light railways and roads were withdrawn from tactical 
command and passed to the director of light railwa3's and roads. 
The latters headquarters was moved from general headquarters to 
Neufchateau, November 12, 1918. The director, Gen. McKinstry, 
was detailed to duty with the Peace Commission, November 20, 1918, 
and on January 25, 1919, he was relieved from further duty with 
the division. In the interim Col. E. M. Markham, until December 
27, 1918, then Col. A. T. Perkins, served as acting director. The 
latter was appointed director January 25, 1919. 

On December 21 the roads section of the division of light railways 
and road was abolished and the road functions and troops assigned 
thereto were reassigned to the chief engineer, advance section. The 
designation of the division was then changed to that of light 
railways. 

As a unit of the office of the chief engineer, American Expedition- 
ary Forces, the division of light railways ceased to function after 
February 20, 1919. Its director and a large part of its personnel 
was then relieved and the remainder transferred partly to the chief 
engineer, advance section, for the operation of certain quarry lines 
and partly to the engineer purchasing officer for salvage purposes. 



Part II. 
MILITARY ENGINEERING. 



STAFF OPERATIONS. 

SPECIAL ENGINEER SERVICES. 

Water Supply Service. 

Water supply activities in the American Expeditionary Forces 
were divided into three groups: (1) Water supply work for the 
Armies; (2) water supply work for the Service of Supply; (3) 
supply of materials for water supply, both for Armies and Service 
of Supply. It was obvious that in the beginning that the water 
supply work of the Service of Supply would constitute by far the 
larger volume of work. Active work in the field for the water 
supply service of the Armies would commence only when the Armies 
came into being. For a number of months, therefore, the water 
supply activities consisted of developments for hospitals, small 
towns, camps, depots, railways, port developments, etc., and on these 
projects the entire water supply force was engaged, including the 
first companies of the 26th Engineers, Army Water Supply Regi- 
ment. 

As the volume of work in the Service of Supply increased, as the 
organization for Service of Supply work became more definite, and 
as studies and investigations relating to prospective Army work 
developed, a division of functions was made along the lines above 
indicated. Water supply for the Armies and certain functions 
relating to supply of materials and equipment were handled in the 
office of the chief engineer, American Expeditionary Forces, while 
water supply in the Service of Supply was assigned to the office 
of the chief engineer, line of communication (later director of con- 
struction and forestry). 

A water supply section was therefore formed in the office of the 
chief engineer, American Expeditionary Forces. Col. F. F. Longley, 
as its head, was charged with the responsibility of investigating the 
water supply practice of the allied armies, of inquiring into water 
supply needs for the American Army, of outlining a suitable organi- 
zation and procedure to be followed, of indicating needs in the way 

55 



56 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

of personnel and material, and in fact, of covering all lines of neces- 
sary activity related to water supply of Armies. 

Inquiries regarding water-supply programs of the allied armies 
were started at an early date, in connection with which the water- 
supply needs of our Army were considered with care. The question 
of organization and of relations and duties of the Army water-supply 
officers was inquired into at length with numerous officers whose 
opinions were considered of value in fixing a policy. The result of 
this work was the issue of Bulletin No. 55 and of General Orders, 
No. 131, General Headquarters, 1918, which have since formed the 
basis of procedure in Army water-supply work. 

Following changes in the organization of the Engineer Depart- 
ment fixed by general headquarters in July 1918, the water-supply 
section of the chief engineer's office became a part of the office of 
the director of military engineering and engineer supplies. In view 
of the division of functions referred to above, whereby the Service of 
Supply water-supply work was handled by the director of construction 
and forestry, this arrangement was consistent in that the other two 
groups of functions, namely, the Army water-supply work and the 
matters relating to water-supply materials both fell within the func- 
tions of the division of military engineering and engineer supplies. 
That office, however, was located at headquarters, Service of Supply, 
too far from the front for the efficient handling of the military 
engineering in the Armies, and as a consequence a branch of the 
chief engineer's office which had been established at general head- 
quarters was strengthened, and as time went on the functions of 
military engineering came to be handled from that office, and less 
and less from the office of the division of military engineering and 
engineer supplies at headquarters, Service of Supply. 

The Army water-supply supervision was undoubtedly a military 
engineering function and should logically have been attached to 
the office of the assistant to the chief engineer at general headquar- 
ters. The earlier development of activities in the office at head- 
quarters, Service of Supply, however, involved the various officers 
of the section in both lines of work, Army water-supply supervision 
and the supply of materials, and in the absence of any pressing de- 
mands to change this procedure the Water-Supply Section remained 
continuously with the division of military engineering and engi- 
neer supplies at headquarters, Service of Supply. 

CONTROL OF QUALITY OF WATER. 

One of the most important questions in the determination of a 
policy regarding water-supply work involved a division of duties 
between the Engineer Department and the Medical Department 



MILITARY ENGINEERING. 57 

with respect to control of the quality of water supplies. Representa- 
tives of the two departments discussed this matter, and after concur- 
rent approval by the chief engineer and the chief surgeon, General 
Orders, No. 34, General Headquarters, 1918, was issued, and was later 
modified by General Orders, No. 131, General Headquarters, 1918. 
These general orders charged the water supply organization with 
the responsibility of making available at water points adequate 
quantities of water in as pure a state as practicable, using filtration, 
disinfection, or both. Officers of the Medical Corps attached to tac- 
tical units were charged with the duty of such subsequent disinfec- 
tion in Lyster bags, water wagons, tanks, or reservoirs, as the water 
might require. This division of responsibilities was a logical one, 
since the activities of the water-supply organization in the construc- 
tion of works and the handling of water terminated at the water 
points, whereas the responsibility for the transportation of water 
from water points to the final point of use in cans, pails, water 
wagons, etc., rested with the tactical units themselves. 

To control the quality of water a laboratory division was estab- 
lished with headquarters at Paris. When headquarters, Service of 
Supply, were moved to Tours a branch laboratory was established 
there, and other water-supply laboratories were subsequently placed 
in operation, either as parts of Medical Department laboratories or as 
independent laboratories under the water-supply section, at the fol- 
lowing points : St. Nazaire, Bordeaux, La Rochelle, Dijon, Neuf - 
chateau, Brest, Nevers, Le Mans, and London. Several mobile lab- 
oratories were established in the Army zone. The personnel for the 
laboratory branch of the water-supply section was obtained partly 
from the Engineer Department and partly from the Sanitary Corps 
of the Medical Department, as officers and soldiers having the re- 
quired special training and experience were found in both depart- 
ments. 

SUPPLY OF MATERIALS. 

At the very outset, in preparation for the water-supply work in 
the American Expeditionary Forces, it was recognized that the 
service would stand or fall on the question of supply of materials. 
The first projects undertaken in the American Expeditionary Forces, 
such as the development of base ports, the construction of camps 
and of hospitals, required the development of water-supply systems. 
Many of these were most urgent in order to take care of the needs 
of moving troops, and of the development of activities which were 
rapidly expanding. 

A requisition for water-supply material of all sorts was developed 
at the War Department during the summer of 1917 which resulted 



58 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

later in the delivery in France of large quantities of useful equip- 
ment and supplies. 

This requisition was based upon a far-sighted statement, given by 
the chief of the French Service des Eaux, of the requirements of 
water-supply materials for the armies. The French statement was 
expanded in Washington, conforming to the American market and 
to the ideas of the water-supply officers who had taken up this work. 
In general, the list was sound, and the materials later delivered from 
that list formed the most substantial part of our water-supply mate- 
rial for many months. 

This material, of course, was not delivered in France until long 
after various other activities were well under way, but the engineer 
purchasing officer in Paris was then purchasing large quantities of 
water-supply materials in such European markets as were available. 
Both French and British markets yielded considerable quantities of 
water-supply materials which proved of great value and enabled 
much work to be done. These supplies, however, were not such as 
would have been selected in a normal market. There have, however, 
been certain important items of material procured in French and 
British markets which have been entirely satisfactory in every re- 
spect. Conditions of delivery from European markets might have 
been expected to be much better than from the United States, but 
these markets for water-supply material have been exceedingly 
uncertain and in numerous special cases have been disappointing. 
The most important deliveries of useful material from them were in 
the items of pumps, cast-iron pipe, valves, and fitttings, with lead and 
jute for joints. 

In the fall and early winter of 1917, or as soon as personnel became 
available, a systematic and comprehensive study of the prospective 
needs of materials of every kind for the water-supply service was 
undertaken. In this study, as throughout the history of the water- 
supply work in the American Expeditionary Forces, the Water 
Supply Section of the office of the chief engineer American Expedi- 
tionary Forces (later water-supply section, division of military engi- 
neering and engineer supplies) , and the water-supply section of the 
office of the chief engineer, line of communications (later water- 
supply section, division of construction and forestry of the S. O. S.), 
continuously and closely cooperated. This cooperation was essential 
to the well-being of the water-supply services of both the Army and 
the Service of Supply. 

The work of the water-supply section with reference to the supply 
of materials during the latter months of the war covered in general 
the following principal lines : 

(a) Study of the various demands for water-supply stores and 
preparation of forecasts of needs as a basis for procurement. This 



MILITARY ENGINEERING. 59 

included long-time forecasts as an indication of future tonnage re- 
quirements as a basis for the American production program and as 
a guide to the placing of orders for both exceptional and automatic 
supply in Europe. 

(b) Preparation of monthly priority tonnage schedules of water- 
supply materials to be shipped from the United States during the 
next following month; also the preparation of monthly forecasts of 
the materials which would probably be required from the United 
States during the third following month for the guidance of the 
general engineer depot in assembling materials at the ports. 

(c) Initiating special American and European purchases as needed 
and initiating the manufacture in the depot shops of certain appa- 
ratus which could not be had with sufficient promptness from com- 
mercial sources. 

(d) Maintaining liaison with the Army water-supply officers with 
the water-supply section of the division of construction and forestry, 
and as far as possible with other large users of water-supply stores, 
in order to keep in touch with their prospective needs and to advise 
them of materials which might become available. 

(e) The standardization of equipment and the preparation of 
standard stock lists and standard specification of water-supply stores 
with a view to minimizing the number of sizes and kinds of material 
to be carried in depot stock, while at the same time providing every- 
thing strictly necessary. 

(/) Reviewing the monthly requests for credits of water-supply 
stores submitted by the armies, and recommending action to be taken 
thereon. 

(g) The collection and distribution of information as to materials 
and methods used by the water-supply services of other armies, the 
preparation of bulletins of information or instruction for officers 
handling water-supply stores, and the collection and distribution of 
trade catalogues. 

(h) Following up deliveries on United States priorities and on the 
more important European purchase orders. 

(i) Locating European sources of supply for water-supply mate- 
rial to expedite action on recommended purchases. 

FIELD OPERATIONS. 

The water-supply service for Army work consisted of certain 
officers and special Engineer troops (26th Engineers) experienced in 
water-supply work. These troops operated as Army Engineer troops, 
for it was of fundamental importance to assure the permanence of 
this highly special personnel. The functions of the Army water- 
supply organization included the investigation of water resources, 
the development of water supplies, and the construction and opera- 



60 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 




(378-T8) PORTABLE PUMPING PLANT NEAR ROADSIDE AT BETHINCOURT, 
OPERATED BY 26FH ENGINEERS. SEPTEMBER 29, 1918. 




NsslC ■-?%■■:■ >\A 



(720-T8) CANVAS RESERVOIR FOR DRINKING WATER AT BETHUNE (MEUSE) 

OCTOBER 5, 1918. 



MILITARY ENGINEERING. 61 

tion in Army zones of such works as were necessary to make water 
available at water points for troops and animals, including con- 
veniences for filling water carts, water-tank trains, buckets, canteens, 
and other containers. Upon tactical units devolved the responsi- 
bility for transporting water from water points to the final point of 
consumption. 

The 26th Engineers was the first water-supply regiment to be 
organized for service with the United States Army. It provided 
personnel and equipment for supplying water in large quantities, 
primarily for the use of troops and animals in the field, but also 
for other needs incident to military operations. The nature of the 
service was such that the regiment never operated as a unit. To a 
large extent the work of supervision of Army water supply was done 
by the officer in charge of the water-supply section (who was also 
colonel of the 26th Engineers), under the division of military engi- 
neering and engineer supplies, office of the chief engineer American 
Expeditionary Forces. 

The establishment of water points for Army use involved the pro- 
vision of piping, pumps, tanks, reservoirs, and other facilities. One 
of the most important items in the program was the supply of water 
for animals, involving the construction of horse-watering points and 
troughs. To control the quality of drinking water, laboratories of 
two types, fixed and mobile, were employed, the latter being mounted 
on motor trucks. In addition, water-tank trains and motor trucks 
equipped with purification apparatus in the form of filters and 
chlorinators were operated. Light railways were employed when- 
ever available for the transport of water in tank cars. 

The field service of the water supply organization began about 
February 1, 1918, with reconnaisances, including the front of the 
French Eighth Army, from the Moselle River westward to the Cotes 
de Meuse and of the French Second Army from Cotes de Meuse, 
around the St. Mihiel salient, to Troyon, on the Meuse. During this 
period American divisions were operating tactically under French 
corps and the the French Army water services were carrying the 
water supply responsibility. 

The first responsibility of the American water-supply service was 
that of the First United States Corps, which utilized first half and 
then all of Company B, 26th Engineers, on the Toul front from the 
middle of May to the middle of June, 1918. 

From the middle of July, 1918, to the middle of August, 1918, the 
Second Army took over the functions of the First Army in the Toul 
area, continuing to about the middle of August. About August 1 
water supply troops, consisting of about 80 men of Company B, 26th 
Engineers, and all of Company A, 27th Engineers, took over partial 



62 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

water supply responsibility in the divisional area in the neighbor- 
hood of Baccarat. 

Likewise, about August 1 the First Army water supply service 
began to function in areas in the Chateau-Thierry region occupied by 
American corps, operating tactically, however, under the French 
Sixth Army. 

About the middle of August the First and Second Armies' head- 
quarters organizations changed places, and the First Army began its 
St. Mihiel operation as covered in detail in the water supply service 
report of that Army. ' The Second Army headquarters organization, 
on the other hand, operating as the "Paris group," became of de- 
creasing importance in the Chateau-Thierry region until about Sep- 
tember 10, 1918, the last of Company D, 26th Engineers, was en- 
trained and brought into the Argonne-Meuse area. 

At about this time the Second Army took over independent respon- 
sibility for a portion of the American front in the Toul sector, and 
the available personnel, equipment, and material for Army water 
supply work was apportioned between the two Armies in general 
accordance with the magnitude of the contemplated military opera- 
tions. 

When the Third Army was created, two companies of Army Water 
Supply troops, with certain companies of other special service, Army 
Engineer troops, were assigned to form a provisional regiment, and 
the water supply work of the Third Army was handled by that or- 
ganization for a time, until it became evident that its services were no 
longer necessary. 

/St. Mihiel operations. — In preparation for the St. Mihiel offensive, 
water supply installations by the First Army had been made, includ- 
ing 7 pumping plants, 12 reservoirs or tanks, and 25,000 feet of pip- 
ing. In addition, new installations for filling carts and watering 
animals were made and existing installations improved and enlarged. 
The facilities provided were sufficient for the troops during concen- 
tration. 

Following the attack on September 12, water supply troops moved 
forward to make immediately available captured water installations 
and to set up canvas reservoirs to receive water hauled forward by 
motor tank trains. At three points, captured German plants were 
converted to American use, and temporary plants installed, includ- 
ing 12 canvas reservoirs, 7 hand pumps at springs or wells, 3 animal- 
watering points with troughs, 2 sterilab installations with storage 
tanks, and 5 mobile purification truck sites. Between the 13th and 
19th of September, 250,000 gallons of water were delivered to ad- 
vance water points by tank trucks. Water was also sent forward by 
light railway in 2,000-gallon tank cars. 



MILITARY ENGINEERING. 63 

Argonne-Meuse operations. — In preparation for the Argonne- 
Meuse operations there were installed by the First Army at 8 sites 
water points equipped with pumping plants, storage and purifica- 
tion systems as required by local conditions. The installations were 
sufficient during the period of concentration. After the attack 
water-supply troops followed the advance. In the area beyond the 
former " No man's land " there were installed temporarily 26 hand 
pumps at springs or wells, 23 canvas tanks, of which 12 were filled 
from local sources and 11 by water-tank trains; 10 horse-watering 
points with troughs additional to those found undamaged, 2 water- 
ing points prepared at streams and 10 mobile purification truck in- 
stallations. 

Semipermanent or permanent installations in this same area, con- 
sisting of power pumps with elevated tanks, piping, facilities for 
filling water carts, etc., were made at 23 sites. Gravity installations 
with storage and facilities for filling carts and canteens and watering 
animals were made at 7 places. 

Following the advance made between November 1 and November 
11, semipermanent and permanent installations included 22 hand 
pumps at springs or wells, 8 canvas tanks filled by water-tank trains, 
and 9 horse-watering points. Permanent installations consisting of 
power pumps with pipe lines to elevated tanks were made at 8 
places. In addition a number of installations were made by the 
water-supply service for narrow and standard gauge locomotives. 

Second Army attack. — Preparatory to the attack of the Second 
Army November 10 and 11 the water supply- work consisted of the 
improvement and repair of existing facilities in St. Mihiel and seven 
other towns. German systems were restored and operated at six 
places. Two purification plants, each of 50 gallons per minute 
capacit}-, consisting of sedimentations basins, rapid sand filters, 
chlorinating devices, and clear-water basins were installed. Rail- 
way and cart-filling stations and shower baths were put in operation. 

No actual construction of new water points in the advance area 
was necessary before 11 a. m. November 11, when operations termi- 
nated. 

Water-supply activities in the service of supply, conducted by the 
division of construction and forestry in connection with its various 
authorized construction projects, resulted in the provision of ade- 
quate water supplies at camps, hospitals, depots, and, in fact, 
wherever a new or an increased supply of water was indicated as 
necessary, the work being done as an integral feature of the various 
projects. The Service of Supply water-supply work is described 
under the operations of the division of construction and forestry. 



64 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

REFERENCE DATA, WATER SUPPLY (ARMY). 

Appendix number 
or file reference. 

Report, chief of water-supply section, division of military engineering 

and engineer supplies 8 

Monthly report and history 26th Engineers R-26 

Report, chief engineer, First Army A-l 

Report, chief engineer, Second Army A-2 

Report, material collected for research 9 

Report, water service, Second Army (French) 11 

Report, water analysis laboratories^--- 13 

Report, notes on Army water supply 12 

Electrical-Mechanical Service. 

An electrical-mechanical section was established in the office of the 
chief engineer, American Expeditionary Forces, in August, 1917, 
and charged with responsibility in all matters of an electrical-me- 
chanical nature. The need for such a section had been indicated by 
information from the British and French. 

The electrical-mechanical section of the American Expeditionary 
Forces engaged in the establishment of an electrical-mechanical serv- 
ice and in the development of an organization therefor. The Ameri- 
can Expeditionary Forces w r as divided into districts, with an officer 
in responsible charge of all electrical and mechanical matters within 
each district. These districts were coordinated by the electrical- 
mechanical section, office chief engineer, American Expeditionary 
Forces. 

In general, the zone corresponding to the line of communications 
(Service of Supply), and the zone of each Army comprised the re- 
spective districts. These were further divided into subdistricts as 
developments required. They were determined by territorial rather 
than military jurisdictional boundaries in order to avoid shifting 
control of plant or overlapping of effort. 

As the electrical-mechanical work developed there came about a 
clear division between the electrical-mechanical section, office chief 
engineer, and the plant construction division of the division of con- 
struction and forestry. The activities of the former were limited to 
operations within the Army zones, while electric-power developments 
within Service of Supply areas were carried out under the division 
of construction and forestry, as described elsewhere in the report 
(see p. 356). 

The functions of the electrical-mechanical service comprised the 
installation, operation, maintenance, inspection, transfer, and salvage 
of all stationary electrical and mechanical plant other than that con- 
trolled by staff departments and other services not included within the 
Engineer Department. All plant of an unusual nature which would 
not otherwise have been specifically cared for was thus definitely 
placed, as well as the usual plant for lighting, power, etc. The func- 



MILITARY ENGINEERING. 65 

tions also included the performing of all service of an electrical- 
mechanical nature and the installation, operation, maintenance, etc., 
of pumping plant for the water-supply service in the advanced areas, 
the electrical-mechanical and water-supply services cooperating where 
they thus came in contact. 

With the growth of the American Expeditionary Forces and of 
the electrical-mechanical requirements of the troops, authority to 
form an electrical-mechanical regiment for service as Army troops, 
with personnel of specialized training and the necessary special tools 
and equipment, was requested. Accordingly the 37th Engineers, 
authorized in December, 1917, was organized and sent to France 
May-June, 1918. This regiment was at first divided, part being in 
the Service of Supply and part in the advance areas, until the First 
Army was formed, when it was entirely utilized in the First Army 
area. Later, when the Second Army was formed, the 24th Engineers, 
originally a shop regiment, was assigned as its electrical-mechanical 
regiment. When the Third Army was formed the 37th Engineers 
was divided again, part going to the Third Army. Additional elec- 
trical-mechanical troops, totaling approximately two regiments, were 
later included in the troop program to take care of rapidly increasing 
work in the Service of Supply and in the advance areas. The armis- 
tice rendered it unnecessary to send these additional troops to France. 

The electrical-mechanical organization was extended to the district 
comprising the line of communication (Service of Supply) in Janu- 
ary, 1918, when arrangements were made with the chief engineer 
thereof to establish an electrical-mechanical section in his office, to 
which officers of suitable qualifications were assigned. Later, under 
the division of construction and forestry, this section was included in 
the plant-construction section. In February, 1918, the subdistrict 
comprising the advance section was also supplied with an electrical- 
mechanical section. As these extensions were made, the electrical- 
mechanical section, office of chief engineer, imparted all necessary 
information and assistance, and certain work in these fields which 
had previously been done by it was turned over to the corresponding 
organization. 

While the organization was in progress, and before any special 
electrical-mechanical troops were available, the American Expedi- 
tionary Forces needed certain electrical and mechanical work in the 
advance areas. Headquarters and schools were being established, 
camps and hospitals were being constructed, and all had to be pro- 
vided with light and power. This early work was done by the elec- 
trical-mechanical section, office of chief engineer, under adverse 
circumstances, operating personnel being borrowed from shifting 
units and supplies obtained wherever procurable. The early work 

127071—19 5 



66 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

consisted of some 30 separate plants, ranging in size from 1 to 200 
kilowatts, with an approximate aggregate capacity of 600 kilowatts, 
together with the necessary wiring of buildings. 

The advantages of utilizing all available French sources of power 
for the needs of the American Expeditionary Forces were early seen 
and a complete investigation Avas made of all French power plants 
and transmission lines within the French zone of the Army, along the 
front from Chateau-Thierry to the Swiss border. This information 
was later distributed in the form of complete maps. 

An investigation was made of European markets with a view to 
securing all possible electrical-mechanical supplies therefrom so as 
to relieve congestion in tonnage and to overcome difficulties due to 
delays in the receipt of supplies from the United States. As a re- 
sult a great part of the early supplies were obtained in Europe. A 
systematic record of electrical-mechanical supplies was established 
and maintained until the armistice. 

In February, 1918, when the technical staff services were placed 
under the chief engineer Service of Supply and moved from general 
headquarters to headquarters Service of Supply, the reorganization 
brought about certain changes in the duties of the electrical-mechani- 
cal section, office of the chief engineer American Expeditionary 
Forces. Its duties then developed more fully into the actual pro- 
vision of electrical-mechanical materials. Theretofore actual pro- 
vision for supply had not been a duty of the electrical-mechanical 
section, and its supply activities had been confined to cooperation 
with the engineer supply department in an advisory capacity. The 
question of supply was then studied. Specific standards of method 
and materials were developed through comparison of the needs and 
experiences of the respective districts. Former initial supplies were 
not renewed, but a standard stock list of electrical supplies was de- 
veloped and placed on the United States for the automatic procure- 
ment of the supplies needed to meet conditions in the American Ex- 
peditionary Forces. In addition, large exceptional requisitions were 
initiated for purchase both in the United States and in Europe. 

Among its other activities the electrical-mechanical section pre- 
pared and issued to all concerned an electrical-mechanical manual, 
in which was included technical information needed in the field, and 
a complete catalogue of standardized supplies. 

Standard lighting outfits, including generator set and all material 
necessary for lighting corps and division headquarters and for dug- 
outs and evacuation hospitals were developed and issued from the 
depots as complete units. 

Under the reorganization of the Engineer Department in July, 1918, 
when the division of military engineering and engineer supplies was 
created as a subdivision of the office of the chief engineer, the electri- 



MILITARY ENGINEERING. 67 

cal-mechanical section was attached thereto. It, however, retained 
its former duties and its relations with the chief engineer American 
Expeditionary Forces, as well as with the division of military engi- 
neering and engineer supplies, and kept in touch with the electrical- 
mechanical activities in the field. In addition, it also maintained 
liaison and cooperation with the French, British, and Belgium elec- 
trical-mechanical services through frequent conferences. Liaison 
was also maintained with the technical board, thus facilitating co- 
operation on the question of power in the S. O. S. Many requisi- 
tions to cover power plants were initiated, always, however, in concur- 
rence with the technical board and the division of construction and 
forestry, who were principally concerned. Numerous complete 
power plants were requisitioned in Europe, this being done whenever 
possible to save tonnage. However, in order to meet the rapidly 
increasing demand for power which the markets of Europe could 
not supply, designs and specifications of certain suitable standard 
steam electric power plants complete were made, and requisitions 
placed on the United States for a total of 56 of them, in sizes of 125, 
350, and 500 k. v. a. 

The signing of the armistice brought to a close most of the electri- 
cal-mechanical activities, and shortly afterwards provisions for prac- 
tically all elctrical-mechanical supplies were canceled. Only a small 
quantity of supplies from European requisitions were excepted. 

At the time of the armistice the activities of the electrical-me- 
chanical section American Expeditionary Forces were covered as 
follows : 

Office of chief engineer American Expeditionary Forces, division of 
military engineering and engineer supplies, electrical-mechanical sec- 
tion as central headquarters office with four officers, engaged in sup- 
ply of electrical-mechanical service throughout American Expedi- 
tionary Forces. 

Armies: Electrical-mechanical troops, with special equipment, 
.shops, etc., engaged in actual execution of pumping, lighting and 
power plants, etc., within the Army areas. 

In the First Army, the 37th Engineers (electrical-mechanical), 
operating as a complete regiment took care of all electrical-mechan- 
ical work. In the Second Army, the 24th Engineers (Shop Regi- 
ment assigned as electrical -mechanical), operating as a complete 
regiment took care of all electrical-mechanical work, except a part 
which the 37th Engineers performed during the first half of Novem- 
ber. For the Third Army, part of the 37th Engineers was assigned 
for electrical-mechanical service. Officers were attached as elec- 
trical-mechanical assistants in office of chief engineer of each Army. 
Curtailment of electrical-mechanical activities after the armistice 
brought about corresponding changes and reduction in all electrical- 



68 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

mechanical personnel. When the division of military engineering 
and engineer supplies was abolished the electrical-mechanical section 
of the division of military engineering and engineer supplies was 
reattached directly to the office of the chief engineer, American Ex- 
peditionary Forces. The principal duties of this section since hos- 
tilities ended have been intelligence work as to German electrical- 
mechanical material and apparatus used in the war. This collec- 
tion includes French, British, and German material for shipment to 
United States for historical and research purposes. 

Electric-power development in the Service of Supply, which was 
under the direction of the division of construction and forestry, is 
discussed in the section of this report dealing with the division of 
construction and forestry activities (see p. 356). 



REFERENCE DATA, ELECTICAL-HECHANICAX (ARMIES). 



Appendix number 
or file reference. 



Report electrical-mechanical section, division of military 

engineering and engineering supplies Appendix No. 14 

Report chief engineer, First Army Appendix No. A-l 

Report chief engineer, Second Army Appendix No. A-2 

Monthly reports chief engineer, Third Army Appendix No. A-3 

Monthly reports and history, 37th Engineers Appendix No. R-37 

Report technical board Appendix No. 58 

Camouflage. 

The first step toward developing camouflage in the American 
Expeditionary Forces was taken by the intelligence section of the 
General Staff when, in the latter part of June, 1917, it obtained 
permission from the French military mission for Mr. Herbert Hasel- 
tine, an artist, who had lived in Paris for years, to visit and report 
on French camouflage workshops and installations. 

After this report had been submitted camouflage was made a 
function of the chief engineer, involving the supply of troops in 
the line with camouflage products and the maintenance of a per- 
sonnel sufficient to insure proper use of that material. Mr. Hasel- 
tine was employed to work directly under the chief engineer, Amer- 
ican Expeditionary Forces, in making plans and preparing requi- 
sitions for future operations. On August 10 he was commissioned a 
captain in the Engineer Officers' Keserve Corps. At the same time 
Francis Jaques, another artist of ability, was commissioned a first 
lieutenant, and these two officers, with one enlisted man, formed the 
first organizations of the camouflage section. When general head- 
quarters moved to Chaumont, the camouflage section remained at 
Paris, and its administration was assigned to the chief engineer, line 
of communications. 

The camouflage personnel was, from time to time, augmented by 
the assignment of officers from the Engineer Corps by recruiting a 



MILITARY ENGINEERING. 69 

few privates especially for camouflage work and by attaching en- 
listed men from various Engineer regiments stationed in France. At 
the close of 1917 the personnel of the camouflage section consisted of 
12 officers and 32 enlisted men. 

The enlisted men were on detached service from various Engineer 
regiments, with the exception of six privates, who had volunteered 
in France and who were carried as Engineers, unassigned. With 
that limited personnel, the camouflage section had operated a small 
workshop at Paris — opened in late September, 1917, in an old dance 
hall; had furnished instruction details at Army Engineer and 
Artillery schools, and had supervised all camouflage operations 
undertaken in Army areas. 

That line organizations knew little of the functions, or even of the 
existence of the camouflage service, soon became apparent. Ameri- 
can units had even ordered camouflage supplied direct from the 
French and British camouflage sections. A request that all organiza- 
tions be informed of the duties and functions of the camouflage 
section, and that all requests for camouflage material seek proper 
channels was duly acted upon. But the request for authority to go 
to different engineer organizations in France to secure men for spe- 
cialist service was deferred, both because of the expected early arrival 
of camouflage troops from the States and because the line of communi- 
cations needed the services of all the technical troops then employed 
by it. Therefore, until the camouflage section was invested with mili- 
tary identity and provisions were made for recruiting camouflage 
troops, through an indorsement from The Adjutant General's Office 
to the Chief of Engineers on December 4, 1917, the camouflage sec- 
tion lacked sufficient personnel. 

Material was being furnished organizations needing camouflage 
through the engineer supply officer at Paris, Capt. Hazeltine being 
considered only in charge of field preparations. There was need 
for more extensive production of camouflage materials than the small 
Paris workshop and the limited personnel could produce. Accord- 
ingly, a letter was transmitted from the commander in chief to the 
chief of the French military mission regarding the establishment of 
a workshop for the American camouflage service. 

CAMOUFLAGE SHOPS AT DIJON. 

The site had to be chosen with regard to railroad facilities, pro- 
vision for women workers, and space for expansion. A conference 
between a representative of the French military mission, one from 
the American general staff, and the commanding officer of the camou- 
flage section was arranged. Capt. Haseltine was designated to at- 
tend that conference, but in the meantime Ma]. H. S. Bennion had 



70 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

been assigned to command the camouflage section and to him fell the 
necessity of examining possible sites adequate to the needs of the 
service. 

Maj. Bennion investigated three sites, of which Dijon proved the 
most acceptable. After a conference between Commandant La Valle, 
of the French war office, Col. (later brigadier general) George Van 
Horn Moseley, of the American general staff, and Maj. Bennion, 
the Americans were assigned the use of the drill ground of the 
permanent French Army Barracks at Dijon and several buildings 
contained in the Forage Park, until adequate facilities could be con- 
structed for them. 

On December 4, 1917, authority was given for the organization 
of the camouflage section, to contain a detachment for investigation 
and instruction in the United States, and one company of camouflage 
troops for service in France. The United States detachment was to 
consist of 2 commissioned officers and 50 enlisted men ; the company 
in France was to be the same as other companies organized under 
General Orders, No. 108, War Department, 1917. Camouflage troops 
were to be designated as the 40th Engineers, the company heretofore 
known as Company F, 24th Engineers, to be hereafter designated as 
Company A, 40th Engineers. 

The output of the camouflage section during 1917 was small, a 
fact attributable to lack of materials, poor factory facilities, and 
lack of personnel and experience. There were supplied: Fifteen 
hangar covers to the air service; a number of silhouettes, dummy 
heads, observation posts, fish nets, and wire sets for instructional work 
at Gondrecourt and Langres. In each case officers and men from the 
camouflage section were sent to install the material and to instruct 
line troops in its use. 

In addition a store of materials was accumulated at the workshop. 
This included 4,000 snipers' suits, several thousand wheel covers, 
6,000 square yards fish nets, 11 hangar covers, 200 dummy heads, etc. 
A painting machine and a stripping machine were built. Great ex- 
perience was also gained in fabricating camouflage material and the 
handling of woman labor. 

Very cordial relations were established with both British and 
French during the latter part of 1917. Eight officers visited the 
British front and two officers remained there for a month attached to 
various corps camouflage officers for instruction. In supplying 
samples, drawings, and information connected with all phases of the 
work the British proved a valuable aid to the American Expedi- 
tionary Forces. 

Four officers visited the French front and one of them remained 
there about six weeks, attached to the French camouflage troops. 
All officers visited the French workshops in and near Paris. A 



MILITAEY ENGINEERING. 71 

French liaison officer had been attached to the camouflage section 
since August 21, 1917. 

LARGE REQUISITIONS PLACED. 

Several large requisitions were placed during 1917, three of the 
most important being : 

(1) A four months' supply placed with the French camouflage 
section based on the French requisitions for their workshops. 

(2) A six months' supply placed in the United States and based 
on the British Army needs for a similar period. 

(3) Unit equipment for a camouflage company, to be carried to 
France by the camouflage troops. There was also purchased in 
France 300,000 kilograms of chromaline paint and 300,000 square 
meters of burlap. 

The year 1917 was productive of several interesting and instructive 
papers on camouflage, three of them being — 

" Principles and Practice of Camouflage," by Lieut. Col. Wyatt, 
R. E., chief of the English camouflage service; 

"Digest of Camouflage Experiences," by First Lieut. Homer St. 
Gaudens, Engineers, United States Reserves; and 

" Report on French Camouflage," by Capt. Henry Haseltine. 

These technical reports outlined the rules to be adhered to by 
American camoufleurs as a result of British and French experience ; 
they did not contain information as to the activities of the American 
camouflage section. 

Late in 1917 a plan of organization for the camouflage section was 
submitted by Maj. Bennion that called for a central workshop at 
Dijon, an advanced workshop for each Army, and dumps in each 
corps area. Plans drawn for the Dijon factory called for an initial 
construction large enough to supply one army and a later expansion 
to provide for an output equal to that of the British camouflage 
section. 

CAMOUFLAGE DURING 19 IS. 

With the opening of the new year plans for a broader organiza- 
tion than then existed had been formulated; sites for adequate fac- 
tories had been investigated ; and recommendations as to the extent 
to which camouflage should be developed during the expected ex- 
tensive American operations had been made. As the number of com- 
batant units in the American Expeditionary Forces increased, and as 
camouflage personnel became more familiar with camouflage needs 
and more experience in the use of materials, camouflage activities 
followed defined lines of organization and administration, including 
instruction and training, production and supply, and field operations. 



72 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



ORGANIZATION AND ADMINISTRATION. 

Company A, 40th Engineers, arrived at Dijon January 23, 1918. 
The company, composed of 5 officers and 250 enlisted men, was put 
to work on the erection of the camouflage factory at that place. The 
arrival of Company A swelled the total number of camouflage troops 




to 16 officers and 285 men. Up to that time all camouflage troops in 
France were those who had been carried as on detached service from 
Engineer organizations in France. 

April 30, Special Orders, No. 120, paragraph No. 26, General Head- 
quarters American Expeditionary Forces, was issued, authorizing 
the increase in camouflage personnel by the addition of a battalion 






MILITARY ENGINEERING. 73 

headquarters and a second company to be formed from troops at the 
headquarters of the camouflage section. Pursuant to that authority, 
the 1st Battalion Headquarters and Company B were organized May 
1. Three officers and 47 enlisted men reported for duty and were 
included in Company B. The men in this detachment had been in 
the experimental section in the United States. Headquarters of the 
40th Engineers were at all times maintained at the central work- 
shop at Dijon. 

When the American First Army was organized all camouflage 
troops assigned to divisions in this Army came under the supervision 
of the Army camouflage officer. The same condition prevailed for 
those troops stationed with divisions in the Paris groups before the 
organization of the American Second Army. Tactically the troops 
were directed by the chief engineers of the Armies, while the two 
Army camouflage officers, Maj. Bragdon, of the First Army, and 
Capt. Homer St. Gaudens, of the Second Army, were responsible 
for the technical camouflage efficiency. 

On October 21, upon telegraphic instructions from the chief engi- 
neer, American Expeditionary Forces, a replacement and training 
center was organized at Dijon from among the troops of the First 
Battalion Headquarters at Dijon, and in accordance with approved 
Tables of Organization for a " Replacement unit type ' L,' replace- 
ment and training center, camouflage section, Corps of Engineers." 
The headquarters newly formed were designated as " Headquarters, 
40th Engineers, replacement and training center," and the companies 
were designated as Companies " I " and " K," 40th Engineers. The 
personnel of the headquarters detachment was obtained largely by 
transferring to it the men of the First Battalion handling the admin- 
istration of the camouflage section. Company " I " was organized 
from among other men on duty at the Dijon factory and Company 
" K " from among those forming instruction details at the various 
engineer schools. 

Authority was requested from general headquarters, American 
Expeditionary Forces, to organize at headquarters, American Sec- 
ond Army, the Second Battalion of the 40th Engineers from among 
the troops of the First Battalion attached to the Second Army, and 
this was given per Tables of Organization approved in War De- 
partment cablegram 1948-E, paragraph 14. 

No further change in the organization of camouflage troops was 
made. At the time of the signing of the armistice and upon the or- 
ganization of the Third Army, several officers and men of the camou- 
flage section were attached, but they were recalled November 24, 
when telegraphic orders were issued for the assembly of all camou- 
flage troops at Dijon, preparatory to embarkation for the United 
States. The 40th Engineers sailed for the States January 5. 1910. 



74 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

INSTRUCTION AND TRAINING. 

No extensive training for camouflage troops was given at the Army 
Engineer School. Camouflage instruction and use, moreover, were 
supervised by personnel from the 40th Engineers, this personnel 
being scattered among Army and corps schools and Artillery or- 
ganizations and training centers. Camouflage specimens were 
shipped to these various schools and to Artillery centers. 

During April two officers and seven enlisted men were stationed at 
Langres as an instruction detail. Two additional enlisted men were 
sent there in May. A detail of one officer and seven noncommissioned 
officers was sent to various Artillery organizations and training cen- 
ters during June. Experience of the French and British indicated 
that a wide dissemination of information as to the proper use of 
camouflage was better than restriction of such knowledge to a few 
specialists. At the end of June, 1 officer and 12 noncommissioned 
officers were instructing Artillery at Souge, Valdahon, Morbihan, 
Angers, Coetquidan, Limoges, and Clermont-Ferrand. Line troops 
were being constantly taught uses of camouflage and. in general, in- 
struction was made as extensive as possible. 

PRODUCTION AND SUPPLY. 

At the beginning of 1918, the small Paris factory was manufactur- 
ing all the camouflage material produced by the 40th Engineers. 
Men were employed on the erection of the large factory at Dijon 
late in January. During the month approximately 10,000 square 
yards of material was furnished by the Paris factory, in addition to 
numerous small camouflage specimens. 

During February, the Paris factory was closed down and the Dijon 
factory began operations. On January 28, the day when the Paris 
factory closed, an advanced workshop began operations at Nancy, 
so urgent had the need for camouflage material become at the front. 

During the spring and summer camouflage production greatly 
increased, and at the time of the signing of the armistice the Dijon 
and Nancy factories, with French women supplying the labor and 
camouflage troops the administrative service, were turning out cam- 
ouflage material for the supply of all American troops at the front, 
besides supplying specimens to various engineer and corps schools 
and Artillery organization and training centers. 

Dumps were placed in each corps area for camouflage material. 
The most approved method by which combat units were supplied 
with camouflage was founded on a system of credit, such credit 
being based on a maximum of 20,000 square yards of camouflage 
material per month per division in the line. Material could be drawn 
to the full extent of such credit directly from the Dijon factory. 



MILITARY ENGINEERING. 



75 



During 1918 more than 3,000,000 square yards of camouflage 
material, including wire netting, fish nets, garlands, hangar covers, 
sniper suits, painted burlap, and coco matting, were manufactured, 
approximately 15 per cent of which amount was on hand unused at 
the time of the signing of the armistice. In addition, both the Nancy 
and Dijon factories contributed other material, such as wire sets, 
observation posts, umbrella frames, shell holes, dummy heads, helmet 
covers, and rifle covers. 

Beginning with April, 1918, following are the principal production 
figures of the Nancy and Dijon factories, and the number of women 
workers employed during each month: 



Month, 1918. 



April 

May 

June 

July 

August 

September . 

October 

November . 

Total 



Square 
yards of 
material. 



Average 

number of 

women 

workers. 



76,900 


315 


151,715 


306 


81,920 


354 


259, 475 


495 


621,486 


775 


658,993 


888 


628,246 


836 


493, 747 


534 


2,972,482 





After November 11 preparations were made for the closing of the 
Nancy factory, and the force of women workers at Dijon was mate- 
rially reduced. From November 15, from 25 to 50 women were dis- 
charged daily, until a working force of 125 women had been reached. 
These were used in salvaging and in cleaning up the factory. Upon 
the completion of that duty the factory was closed. 



FIELD OPERATIONS. 

The first field operations were undertaken by the camouflage sec- 
tion when a camouflage officer was sent to the 1st Division early in 
Januarjr, 1918. He camouflaged several battery positions, as well 
as certain old French positions for the divisional Artillery. His 
work was extended during February, involving a concealment of 3G 
battery positions of which a large number were out in open fields. 
Machine gun positions and posts of command were also given tech- 
nical attention. 

February 29, 2 officers and 12 enlisted men were attached to the 
42d Division, and on March 16, 2 officers and 6 enlisted men were 
detailed with the 2d Division. The work during this month con- 
sisted mostly in camouflaging machine gun positions, installing a 
number of observation posts, posts of command, and work on a few 
new battery positions. 



76 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

With the arrival in the line of the 26th Division in April, camou- 
flage personnel operating with the four divisions numbered 6 officers 
and 93 enlisted men. They continued their operations with these 
divisions during May, and in addition, on May 17, 10 enlisted men 
were added to camouflage troops with the 1st Division. May 27, 
eight enlisted men were sent to the 26th Division and on May 31, the 
same number were detailed to work with the 2d Division. With 
minor changes in personnel occurring during the month, a total of 
7 officers and 119 enlisted men were on duty with these four divi- 
sions at the end of May. 

During June the number of divisions operating on active and sta- 
ble fronts had been increased to seven, necessitating assignment of 
additional camouflage troops to line organizations. Enough action 




(3243-V8) FLAT TOP CAMOUFLAGE CONSTRUCTION FOR GUN POSITION. 

had been seen to elicit from Lieut. Col. Bennion the following recom- 
mendation as to the use of camouflage troops : 

Fighting on a moving front indicates that camouflage personnel under such 
conditions should be attached to the smaller units of each division. In the 
case of Artillery there should be one camoufleur with each battery. He is 
then on hand to reconnoiter for location of positions, to mark out paths and 
roads to be used, to locate and hide piles of ammunition, latrines, and kitchens, 
to camouflage the guns themselves, and then maintain the camouflage. If 18 
camoufleurs are detailed with Artillery, then a satisfactory detachment for 
a division would consist of 1 officer and 25 men, 5 of these men being used to 
camouflage machine-gun positions and engineer working parties. 

During July the number of divisions in the line increased from 
7 to 10, necessitating an increase in assignment of camouflage 
personnel thereto. Little increase was made in the number of 
camouflage troops sent to the front during early August, though 



MILITARY ENGINEERING. 77 

upon the organization of the American First Army there were de- 
tailed therewith 8 officers and 117 men. 

During September all camouflage troops operating in the field 
were assigned to the First Army. This personnel totaled 26 officers 
and 307 enlisted men, and was divided into approximately 23 detach- 
ments, 16 with divisions, 4 with corps, and 3 with Army Artillery. 
The corps camouflage officer had technical supervision over his di- 
visional camouflage officers. His detachment handled camouflage 
for corps Artillery and other corps troops. 

In the St. Mihiel and Toul sectors during September a great deal 
of camouflage work was done. In the operation of September 12 
the Artillery reinforcements were so great as to give an average of 
66 batteries per division. For the field artillery most of the camou- 
flage work was done simply with natural material or natural ma- 
terial and fish nets. In general very good results were obtained 
and this large amount of artillery was gotten into position with few 
signs of detection. This condition was greatly aided because of the 
fact that during three or four days prior to the attack weather con- 
ditions hindered aerial photography. 

When the advance in the sector stopped it became necessary to do 
a great deal of camouflage work because the German artillery fire 
made unconcealed positions untenable. Though the work was done 
promptly and satisfactorily, some difficulty was experienced because 
of lack of proper transportation and of trained personnel. 

In the front west of the Meuse a slightly different situation arose. 
The field artillery was often not put into position until the night 
it was to fire. No camouflage work was necessary, because artillery 
could be hidden in the woods. After the advance began the concen- 
tration of artillery was so great and the fire of the Germans so 
general that it was considered useless to try any measures of camou- 
flage. In that operation camouflage officers acted largely as police, 
reporting anything that would reveal activity in any locality to the 
enemy. 

On October 10, when the Second Army began active operations, 
all camouflage troops operating with units in the Second Army were 
put under the supervision of Capt. St. Gaudens. His personnel 
consisted of 10 officers and 138 enlisted men, making the total at the 
end of the month operating with the two armies and at the advanced 
workshop at Nancy 31 officers and 322 enlisted men. 

Camouflage troops with the First Army early in November had 
little to do, the movement of troops being so fast that in general 
only portable camouflage could be used. There was also a great 
amount of natural camouflage at hand, many battery positions being 
installed in woods. In the Second Army preparations were being 
made for an offensive, and camouflage officers were used extensively. 



78 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

When the Third Army organized, six officers and nine enlisted men 
from the camouflage section were attached thereto, the officers for 
emergency technical service and the enlisted personnel as chauf- 
feurs, etc. 

The camouflage section operated in the face of numerous diffi- 
culties, two of which deserve mention: Lack of experienced and 
sufficient personnel and failure of line organizations early to recog- 
nize principles of efficient camouflage. In general, assumption was 
made that the duties of camouflage officers lay in covering positions 
as laid out. Under these conditions unsatisfactory results were ob- 
tained, and numerous recommendations were made that camouflage 
officers be consulted as to choice of positions as well. 

An enunciation of the functions of camouflage personnel, made 
by Lieut. Col. Bennion, is contained in the following quotation : 

Under the present warfare the role of camouflage troops becomes : Erection 
of road screens and other camouflage works for the benefit of the entire Army 
and not for any special organization that could properly be charged with doing 
the work itself; reconnoissance to locate dumps, posts of command, artillery 
positions ; and inspection to report on violation of secrecy orders and camou- 
flage principles. Hence, their main functions became counterintelligence work 
on a broader scale than before, when camouflage troops were assumed to be 
specialists, who were the only ones capable of executing the works of camou- 
flage. 

REFERENCE DATA, CAMOUFLAGE. 

Appendix number 
or file reference. 

Letters D. M. E. and E. S. ; file 

Nos. 13-2-3, 13-2-5, 13-2-4, 
13-1-11, 13-1-9, 13-2-12, 
13-1-62. 13-1-82, 13-1-67. 

Monthly operations reports of the 40th Engineers—Appendix No. R-40. 

History of camouflage during 1917 by Col. H. S. 

Bennion Appendix No. R-40. 

Intelligence reports on camouflage Appendix No. R-40. 

Report of chief engineer. First Ariny_ : Appendix No. A-l. 

Final report of camouflage service Appendix No. — . 

Searchlight Service of the American Expeditionary Forces. 

Before our entry into the war in France the United States Army 
had no searchlight service for field employment. General searchlight 
practice was, however, well understood from experience with large 
searchlights installed at our coast defenses, and to the extent per- 
mitted under appropriations available, efforts had been made at the 
Engineer School to develop the material and the proper technique 
of a searchlight service. For lack of means and of definite knowl- 
edge of the developments since 1914 comparatively little had been 
accomplished at the time we entered the war. 



MILITARY ENGINEERING. 79 

The first definite impulse toward the organization of a searchlight 
service came when in June, 1917, the First Engineer Train was organ- 
ized at Washington Barracks. This unit formed the nucleus of our 
searchlight service in France, and under " Tables of Organization, 
1917," its equipment consisted of the following: Eight limber and 
caisson, 24-inch " Sperry " searchlights ; 4 limber and caisson supply 
units for the above lights ; 2 power units for " Strauss " 36-inch 
trench searchlights mounted on F. W. D. trucks; 72 Edison storage 
batteries and 11 -inch trench searchlights; and 1 limber and caisson 
charging set. 

On August 7, 1917, this train with 4 officers and 170 men sailed 
for France, having had since its organization about two months of 
military and technical training. 

It was under the command of Capt. John C. Gotwals, Corps of 
Engineers, later promoted successively to major and lieutenant 
colonel. As will be described hereafter, this unit was merged into 
the 56th Regiment of Engineers, which finally constituted the search- 
light service of the American Expeditionary Forces. 

Capt. Gotwals proceeded to general headquarters, where he was 
instructed to attach a portion of the engineer train to the French 
searchlight station at Fort Mont Valerien at Paris for training. 
Accordingly, First Lieut. Ralph W. Lewis, with a detachment of 20 
men, proceeded to Fort Mont Valerien, while Capt. Gotwals returned 
to the port of debarkation to await the arrival of his equipment. As 
soon as all equipment had been received and assembled the train pro- 
ceeded overland to Paris. A total of 99 enlisted men was attached to 
the French searchlight section for instruction, the remaining men 
joining the First Regiment of Engineers. 

Meanwhile visits were made to the searchlight sections of the 
French and British. These trips developed the need of strong or- 
ganization for combating night bombing and of perfect coordina- 
tion between antiaircraft artillery and searchlights, since it was recog- 
nized that to prevent bombing, which disturbs the morale of most 
seasoned troops, adequate antiaircraft batteries must be provided; 
that successful combating of enemy planes at night calls for close 
cooperation of gunners and searchlight operators; that at least one 
36-inch light is required by antiaircraft defense for each 5 square 
miles in the zone of advance and twelve 36-inch lights, or larger, for 
each ammunition dump or other vulnerable point on the lines of com- 
munication ; and that searchlights even unsupported by artillery are 
more efficacious in driving away planes than are antiaircraft guns. 

The excessive bombing of British concentration centers and of all 
territory for several miles behind the British front line had made 



80 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

extensive defense measures necessary. It was also found desirable 
in the interests of unity and efficiency in combating enemy airplanes 
that an artillery officer be placed in charge of all antiaircraft work 
and antiaircraft guns, an engineer officer in charge of all searchlights, 
and an officer of the machine-gun service in charge of all machine 
guns used in antiaircraft work. The immediate duty of these officers 
was to secure material and personnel adequate to the needs of such 
service and to advise various supply officers regarding the best loca- 
tion of ammunition dumps and other depots. The officer in charge of 
searchlights was, in addition, charged with training and equipping 
antiaircraft searchlight sections ; with keeping in touch with British 
and French searchlight sections to keep abreast of the rapid changes 
made in night bombing; advising the engineer depot in the United 
States in regard to types and numbers of searchlights desired; and 
with altering in France searchlight material to make it suitable for 
use under new conditions imposed. 

The requisite Engineer personnel to make this plan effective as to 
searchlights could be secured by a reorganization of searchlight per- 
sonnel of the divisional engineer trains. The paramount importance 
of antiaircraft searchlights and the possibility of converting sections 
operating antisearchlights, into field searchlight sections, when neces- 
sity might arise, were apparent, but the British experience showed 
that little value was attached to the " Field searchlight service," all 
searchlight personnel being preferably engaged in combatting enemy 
planes. 

The first definite schedule of personnel and equipment, necessary 
for the proper functioning of antiaircraft searchlight sections, sub- 
mitted to the chief engineer, American Expeditionary Forces, was 
based on a searchlight section of 34 enlisted men, containing ap- 
proximately 50 per cent noncommissioned officers, commanded by a 
first lieutenant. 

Based upon the theory that our Army would occupy a front of 60 
miles to a depth of 12 miles, a total area of 720 square miles, and al- 
lowing one light per 5 square miles, with the additional lights found 
necessary for the protection of five large dumps, it was estimated 
that area protection would call for 144 searchlights, 75 per cent, or 
108, being 36-inch diameter, and 25 per cent, or 36, being 60-inch 
diameter, while the five ammunition dumps would call for 60 lights, 
of which 25 per cent, or 15, would be 36-inch and 75 per cent, or 45, 
would be 60-inch. Searchlights with diameters less than 36 inches 
were deemed inadequate. 

Particularly strong defensive measures were deemed necessary for 
the protection of dumps, hence the percentage of 60-inch lights. 
Portability was a requisite for searchlights, operating on the congested 



MILITARY ENGINEERING. 81 

front, hence the high percentage for service there of 36-inch lights. 
In addition a 50 per cent of reserve stock of all lights was contem- 
plated. 

Each section was to be charged with the operation of either three 
36-inch lights or two 60-inch lights, making the total number of 
sections 78. With one complete section doing instruction work at 
Langres and with 4 officers and 58 men at Fort Mont Valerien, it 
was estimated that by the time we were occupying 60 miles of front 
the searchlight service would consist of 84 officers and 2,344 men 
and would have in operation 204 lights at the front and at five large 
dumps or depots. In order to initiate this scheme it was proposed 
that the portion of the first divisional engineer train, at Fort Mont 
Valerien, be assigned to a " searchlight service " and divided into 
the " Fort Mont Valerien depot section " and the " Langres School 
section," and that searchlight troops with Second and One hundred 
and first Engineers then in France be ordered to Fort Mont Valerien 
for organization and training. 

In a memorandum to the chief of staff, dated October 30, the chief 
engineer, American Expeditionary Forces, concurred in the above 
general scheme, but the general staff finally decided that although 
practically all personnel and equipment required should be provided 
for, it was inadvisable to organize a "searchlight section" as a 
separate technical service, but that it should rather be coordinated 
with other services with which it would be associated. 

Thereafter the chief engineer, American Expeditionary Forces, 
sent to the operations section of the general staff, December 3, 1917, 
a project for the Engineer part of the proposed coordinated service 
which contained these broad proposals : That the manufacturing pro- 
gram of 1918 should include the delivery of 180 searchlights, 36- 
inch if practicable; that the personnel should be given thorough 
technical training in electricity, gas engines, and all involved acces- 
sories; that all searchlight equipment, supplies, and spare parts be 
sent direct from manufacturers to France, properly marked, and 
that necessar}' transportation for lights be sent proportionately; 
that four 60-inch lights, with power plants, be supplied as early as 
possible for training ; that searchlight equipment and personnel move 
to France in the proportion of twenty-one 36-inch lights or fourteen 
60-inch lights per company of 250 men. Equipment should, if pos- 
sible, be sent ahead of personnel, but shipment of equipment should 
not be delayed to await development of latest type of lights; that 
units of equipment be retained in the United States for training per- 
sonnel ; and that lights in excess of the needs of field sections should 
be supplied for reserve in France. 

127071—19 6 



82 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

It was upon the above proposals that the searchlight organization 
was ultimately based. 

Adequate personnel for searchlight service was finally provided 
through "Table III. Tables of Organization, series B. American Ex- 
peditionary Forces," whereby two searchlight companies with a sur- 
veying and ranging company were to form the second battalion of 
each corps regiment of engineers. Counting on an army of five 
corps, this gave the searchlight troops a strength of 2,500 enlisted 
men and 70 commissioned officers for the First American Army. The 
tables provided for one company of field searchlight troops and one 
company of antiaircraft searchlight troops for each corps, but so 
urgent did the need for the latter service become that most of the 
personnel was used for that service. 

During 1917 no field operations were undertaken by the search- 
light troops. Instruction was received from the French at Fort 
Mont Valerien, and late in the year a detachment of 40 of these 
trained men, in command of Lieut. M. T. Cooke, United States Re- 
serves, went to Langres to establish there a searchlight branch of the 
Engineer School. With them they took : 

Four limber and caisson 24-inch " Sperry " searchlights. 

Three French automobile-mounted 36-inch searchlights. 

Two F. W. D. trucks, one of which contained the power unit of a 
36-inch " Strauss " searchlight for a portable machine shop. 

At the time the armistice put an end to active operations search- 
light service had become a strong defensive resource in all forward 
areas occupied by the American forces. To adequately trace the de- 
velopment of this service it will be convenient to do so through 
separate discussions of — 

A. Organization and administration. 

B. Training and instruction. 

C. Operations. 

D. Research. 

ORGANIZATION AND ADMINISTRATION. 

During January, February, and March, 1918, searchlight troops 
in France numbered but two platoons, a part of the first divisional 
engineer train. These two platoons were stationed at Fort Mont 
Valerien, where instruction had been carried on, and a temporary 
depot for repair of searchlight material had been established; and 
at Langres, where a small detachment was undergoing training. 

These troops had been designated as the " Provisional Battalion," 
Fifty-sixth Engineers. " Table III, Tables of Organization," early 
in 1918 stipulated that two companies of each second battalion of the 
corps regiment of engineers should be searchlight troops, and under 
this S} T stem several companies of searchlight troops were received at 



MILITAKY ENGINEERING. 83 

the temporary depot at Fort Mont Valerien and assigned to training 
and afterwards to active operation in the field. 

The need for coordination of all searchlight troops became, how- 
ever, so urgent that a change was effected whereby the searchlight 
troops became a separate Army technical service. General Orders, 
Xo. 131, series 1918, General Headquarters, American Expeditionary 
Forces, Paragraph II, (b) ordered that— 

For each army there shall be organized a regiment of searchlight troops 
composed of the searchlight companies now included in the second battalion of 
the corps engineer regiments. Tbe searchlight regiment shall have a regi- 
mental headquarters but no battalion headquarters. Tbe number of companies 
of the regiment shall be variable, but based on two companies for each corps 
in the Army. 

This order, issued August 7, was, on August 17, amplified by Gen- 
eral Orders, No. 135, General Headquarters, American Expeditionary 
Forces. This later order authorized the organization of a searchlight 
regiment and designated as that regiment the 56th Engineers : Com- 
panies A, B, C, and D, to retain same designation; Companies D and 
E, 603d Engineers, to become Companies F and E, 56th Engineers, 
respectively; Companies D and E, 604th Engineers, to become Com- 
panies G and H, 56th Engineers, respectively ; and Companies D and 
E, 605th Engineers, to become Companies I and K, 56th Engineers, 
respectively. 

The latter order transferred appropriate officer and enlisted per- 
sonnel of the respective companies to the 56th Engineers upon ar- 
rival in France. Accordingly the headquarters of the 2d Battalion, 
603d Engineers was abolished and its officers and men attached to 
regimental headquarters of the 56th Engineers, pending assignment 
thereto. The small detachment of searchlight troops which had 
been part of the 1st Divisional Engineer Train was incorporated in 
Companies A and C, 56th Engineers, upon their arrival on March 
28, 1918. With the arrival of Company C at the temporary search- 
light depot on May 30, the searchlight personnel included, with at- 
tached officers, 35 officers and 995 enlisted men. At this time the 
inadequacy of the station at Fort Mont Valerien became apparent 
and on June 17 one officer and 50 men were sent to Gievres to estab- 
lish a permanent depot there. About the same time two officers and 
30 men were sent to Pont-sur-Siene, where an antiaircraft experi- 
mental station had been established. No more American material 
was received at Fort Mont Valerien, and shop equipment theretofore 
used at Paris was installed at Gievres. During August American 
equipment began to be received at the Gievres depot, though the re- 
ceipt of searchlight material from the French and its repair and dis- 
tribution to American units continued at the Paris depot. Besides 
the depot at Gievres a shop had been authorized at Langres, Avhere 



84 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

both the shop and a storeroom had been erected during August to 
serve as a repair center for searchlights operating in the Services of 
Supply. This Langres shop had no connection with the anti- 
aircraft school at that place. All shops were completed and in full 
operation before the close of September. 

Soon after the completion of the Gievres depot and the removal 
there of equipment from Paris, the headquarters of the 56th Engi- 
neers was removed to Colombey-les-Belles, a site to be used as a sup- 
ply and repair center for contiguous areas, as well as for training of 
personnel. 

At the close of August there were 20 platoons all told in France, 
of which three were carrying on instruction work at permanent 
schools or were operating the depot; one was at the depot under in- 
struction; and the remaining 16 were carrying on active operations 
in the field. 

During September Companies G and H, 56th Engineers, arrived 
from the States, and by the end of the month this regiment had 
eight companies, all but four platoons of which had been trained and 
partly equipped. The arrival in October of Companies D and E. 
605th Engineers, and their transfer to the 56th Engineers as Com- 
panies I and K, respectively, completed the 10 companies author- 
ized for one army. 

On November 1 three platoons were instructing at school or used as 
administrative force at depot; 15 were at Army school under in- 
struction, and 33 in the field in active operation. 

Upon the signing of the armistice plans were made for sending the 
searchlight troops home in three phases. Companies F, I, and K 
sailed for the States on January 4, 1919 ; Companies D, E, G, and H 
on February 25, and the remainder of the regiment after being sta- 
tioned for sometime at St. Nazaire sailed for the United States on 
April 13, 1919. 

TRAINING AND INSTRUCTION. 

As soon as the searchlight troops of the first divisional train 
became installed at Fort Mont Valerien, preparations were made for 
their instruction, and this continued there for some time. However, 
late in 1917, extensive preparations had been made for the estab- 
lishment of a searchlight school at Langres, and for sending small 
detachments of men to the British front for instruction and field 
training. Early in 1918 a detachment of 2 officers and 30 enlisted 
men were sent to Langres to establish a searchlight school, place field 
equipment for tactical instruction, and do the construction work 
necessary to care for both personnel and material. The first personnel 
to arrive at Langres for instruction reported the middle of April, 
being two platoons numbering 84 enlisted men and 2 officers. The 



MILITARY ENGINEERING. 85 

training of these first two platoons was completed by June 1, and 
upon the assembly of their field equipment these first platoons were 
assigned for service at the front. On June 11 the third platoon 
arrived for instruction and training, and from that date until 
November 11 the school grew to such proportions that additional 
instruction details were necessary, an average of approximately 600 
searchlight troops receiving instruction there during the three months 
prior to November 11. On November 1 there were at the Langres 
School 25 officers and 707 enlisted men. 

The course of training for the searchlight troops was most com- 
prehensive. Each company of 250 men was divided into platoons of 
1 officer and 50 men each, subdivided into three sections each. Gas 
instruction was given to all personnel at the first opportunity after 
arrival at the school. Platoons were then assigned for six weekly 
periods of training in the following subjects: Reception of equip- 
ment, including careful stud}^ of equipment received and in its 
proper care and upkeep ; field searchlight training, including instruc- 
tion in the use of the " Harle " 90-centimeter light, panoramic sketch- 
ing, selection of sites for light emplacements, and the technical use 
and limitations of field searchlights; antiaircraft searchlight train- 
ing, including complete crew drill for antiaircraft work, was in- 
cluded in period " 3 " and the following details were therein em- 
braced : Choice of searchlight positions, setting up equipment, drill 
with sound-direction device, recognition of planes; motor transport 
and technical training, including thorough instruction in the care 
and operation of gas engines, electrical wiring, the construction and 
use of telephones, repair and driving of auto trucks; antiaircraft 
machine-gun training, including practical operation of the Lewis and 
Browning machine guns ; guard and fatigue. 

This six weeks' training was devised to fit any man for any 
specific duty with any searchlight section. Besides instruction 
gained at the depot and at the Army School, several details were, 
early in 1918, sent to the British for training. 

ACTIVE OPERATIONS. 

Although small detachments, placed with the British for training, 
had seen some service at the front early in 1918, the first sections of 
American searchlight troops to go into the field equipped with Amer- 
ican material after completing their instruction at the Searchlight 
School, were sent to work with the French First Army in May. 
These sections comprised 6 officers and 200 enlisted men, equipped 
with 18 to 36 inch lights, and they continued in action for several 
months. These were the first antiaircraft searchlight troops the 
French had at the front, that service being undeveloped by the 
French during the entire four years of war. 



86 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

During May four platoons, with seven 36-inch searchlights and 
two 60-inch searchlights, were sent to Is-sur-Tille, to establish anti- 
aircraft defenses there. They were designated as the first anti-air- 
craft battery, Is-sur-Tille. 

July 4 three additional platoons were placed at the disposal of the 
French, bringing the total number of platoons on duty with the 
French to 10. These 10 platoons were formed into Companies C and 
B, the former going to the French First Army and Company B 
being assigned to duty with the French Tenth Army. Company C 
was engaged in the defense of Amiens during the entire month of 
July, and Company B was installed in the defense of Creil. On 
August 1 the number of searchlight troops actually engaged in field 
operations totaled 450. 

Both Companies B and C continued their defensive work with the 
Tenth and First French Armies, respectively, during August. Com- 
pany C moved forward from Amiens with the advance of the French 
troops. With the addition of personnel at Colombey-les-Belles, 
where an advanced training center was being installed, and with the 
sending of more troops to the British front searchlight troops 
actively engaged at the end of August numbered 600. 

During September and October the operation of searchlight troops 
reached a maximum. Upon the organization of the American First 
Army, Companies A and B, 56th Engineers, comprising 7 officers and 
250 men each, including medical personnel, were detailed early in- 
September to duty with it. These two companies had a total of 
twenty 90-centimeter B. B. T. searchlights, five 36-inch Sperry lights, 
and one 48-inch British light and 20 Riker, 2 Quad, and 5 Mack 
trucks with generating sets attached. Company A was established 
around Dieulouard and Company B at Royaumeix. 

In addition to the troops assigned to the American First Army, 
three platoons equipped with six 60-inch Sperry lights and power 
sets were moved on October 5 into position to defend the valley of 
the Moselle. 

Company C continued to operate with the French First Army until 
October 12, when it moved to the American First Army area to coop- 
erate with Companies A and B, already stationed there. These three 
companies, with a total of 41 lights, were able to throw a light band 
along the entire front of the First Army area. 

When the American Second Army was formed three platoons of 
Company E, 56th Engineers, with six 60-inch lights, took station 
near Pont-a-Mousson. 

Searchlight troops did effective service both at St, Mihiel and in 
the Argonne-Meuse sector. Upon the arrival of Companies A and B 
in the St. Mihiel sector the headquarters of the searchlight officer, 



MILITARY ENGINEERING. 87 

First Army, were established at Tremblecourt, near the headquar- 
ters of A' and B Companies. During the St. Mihiel operations the 
26 lights of these two companies illuminated 54 hostile aircraft for 
an average period of 2.5 minutes each. From these illuminations 
and from data secured from the operation of sound-locating devices 
it was possible to plot the courses of enemy planes. A composite 
chart made from observations during the St. Mihiel drive proved 
the efficacy of searchlights as defenses, for it was found that hostile 
planes either avoided the defended area or, when illuminated, became 
confused and turned back. 

On September 23 Company B and two platoons of Company A 
moved to new positions along the Meuse. Telephone connections 
were installed between lights, and all had connection with a near-by 
town. Due to the lack of cooperation these companies had expe- 
rienced with French antiaircraft batteries, the following plan for 
cooperation between searchlights and pursuit planes was formulated : 
Sufficient pursuit planes were placed at the disposal of the chief of 
the antiaircraft service to defend any area which the number of 
lights on hand can illuminate ; antiaircraft batteries to be regrouped 
so as to make the antiaircraft defense beyond the area defended by 
pursuit planes more effective; to extend the length of front pro- 
tected against enemy bombing planes ; and to cooperate with pursuit 
planes in driving enemy planes into the center of the lighted area. 

The 27 American searchlights available were placed so as to de- 
fend the important natural approaches from Verdun toward St. 
Mihiel and St. Menehould, the 8 French lights available to cover 
St. Mihiel and Clermont-en-Argonne on the extremities of the Amer- 
ican lights and in liaison with them. This grouping had the fol- 
lowing advantages: Important approaches were covered and im- 
portant railheads, localities, and a great extent of rear were de- 
fended; the lighted area was far enough in the rear of the line to 
prevent the enemy listening posts from hearing pursuit planes — such 
a line could illuminate enemy planes for an average period of three 
and one-half minutes, while the pursuit aviators declared one minute 
to be sufficient for the attack; a hostile plane on striking the lighted 
area naturally swerved, thus giving the lights the effect of greater 
depth, so that illuminated planes could be passed from one light to 
another; if further experience revealed that the lighted area had 
insufficient depth, other lights, soon available, were to be placed to 
increase that depth. 

On October 5 three platoons of Company E, equipped with six 
60-inch searchlights, proceeded to the First Army area and relieved 
the three platoons of Company A, still on duty at Dieulouard, which 
proceeded to the Meuse sector. 



88 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Due to the progress of the offensive, the need for additional lights 
became pressing. It was therefore decided to add Company C to 
the searchlights in the First Army. Company C proceeded over- 
land from the French First Army, with which organization it had 
been operating since the middle of May. It was in position by 
October 19. 

Such disposition of personnel was found to seal very effectually 
the crowded areas just in the rear. However, a number of bombers 
penetrated to the rear areas by passing around the flank of the belt 
of lights. It was therefore decided to assign Company H to the 
Second Army. This company took its position and was ready for 
operation November 2. A regrouping of the lights of Company B 
gave a continuous light belt from the Argonne Forest to Dieulouard, 
affording protection for approximately 1,000 square kilometers. 
This was the position on November 11. 

As a summation of the operations of the searchlight troops, Lieut. 
Col. Gotwals, their commander, has the following: 

The achievements of this regiment in this, the major operation of the Amer- 
ican Army, can be reviewed with justified pride. Four and three-fifths com- 
panies of searchlight troops were provided for the antiaircraft defense of the 
First and Second Armies. These companies met every demand of the changing 
operations; introduced the cooperation of pursuit planes and searchlights in 
the American Army ; were enabled by their training to illuminate or turn back 
practically all enemy planes attempting to enter the American area ; were pro- 
vided with a highly complex technical equipment ; earned the sincere praise 
of all who observed the work. 

RESEARCH. 

One of the most distinctive features of searchlight service carried 
on in the American Expeditionary Forces was the coordination be- 
tween field-operating units and those assigned to experimental work. 
As a result of research with different arcs, types of projectors, me- 
chanical appliances for operation, generating sets, generating-set 
carriages, and sound-direction indicators, the field units were sup- 
plied with theretofore unused devices, 

A great deal of this experimental work was done in the United 
States after Lieut. R. W. Lewis had been sent there to cooperate with 
the searchlight depot. But research work was also carried on at the 
experimental station established at Pont-sur-Seine. 

The principal achievements due to research and experimentation 
include the manufacture of a " dish-pan " type of 60-inch projector 
that combined utility with mobility, and a device for correcting 
sound lag, whereby the probable future course of planes could be 
projected and given the projector operator through readings taken 
by the man in charge of the sound-direction indicator. 












MILITARY ENGINEERING. 89 

A series of " intelligence reports " was prepared from time to time, 
indicating the latest developments in searchlight operation by search- 
light personnel and forwarded to the chief engineer American Ex- 
peditionary Forces. A list of such reports, indicating the extent 
of research, follows : 

On Spotting Aircraft at Night. 

Searchlight Defensive Gas Training. 

Telesitemeter Listening Device. 

Chart for Identification of Aeroplanes. 

New Plotting Board (scaler correction for sound lag). 

Power Plant Shelter. 

Emplacements for Antiaircraft Searchlights. 

French Carbons Used in the Sperry Lights. 

The Brande-Lampe. 

Instructions for Fixing and Operating York Arc Control. 

Telephones versus Megaphones. 

Test to Determine Maximum Current to be used Practically in Sautter- 

Harle 90-Centimeter Searchlight. 
The Lamp Mechanism of the 150-Centimeter Sperry Light. 
Roue de Pointage. 
The Enservissement Control. 

Maj. Lorimer D. Miller, for the past 10 years in charge of design 
and purchase of Army searchlights in the United States, upon the 
completion of temporary duty with the American Expeditionary 
Forces, enunciated the latest accepted ideas on searchlights. In 
mid-November, 1918, his report to the chief engineer American Ex- 
peditionary Forces stated that the best type of arc still remained 
undetermined; that the size of the projector would depend upon 
its uses, though a 9-foot beam for less mobile lights was possible; 
that hand regulation of the carbon was necessary; that the beam 
could be occulted by improvising a small mask ; that noiseless ventila- 
tion of the barrel would be most acceptable, as the noise produced 
by the ventilating motors was a serious handicap; that the Bausch 
& Lomb silvered mirror had proven the best mirror; that the pro- 
jector carriage should be fitted with demountable wheels to save 
digging for light emplacement ; that no better control of beam direc- 
tion had been devised than the British " pipe control " ; that the 
value of the synchronized telescope remained undetermined; that 
it was usually necessary to have machine guns independent of search- 
lights ; and that no use had been found for live rheostats. 

Lieut. Col. Gotwals concurred in these observations and added that 
the best type of light was, in his judgment, the 36-inch Sperry, and 
that the best truck unit was that of the Riker with attached generat- 
ing set. 



90 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

REFERENCE DATA, SEARCHLIGHTS. 

Appendix number 
or file reference. 

Letters D - M - E - and E - s - 

file Nos. 14-2-19, 
14-2-25, 14-2-22, 
14-2-37, 14-2-27, 
14-2-66, 14-2a. 
Tables of organization, 1918. 

General Order No. 135, general headquarters American 
Expeditionary Forces, 1918, Section IV. 

Intelligence reports Appendix No. R-56 

Monthly operations reports of the 56th Engineers Appendix No. R-56 

Report of chief engineer, First Army .Appendix No. A- 1 

Bridges. 

Technical control of pontoon and other bridge work carried out 
along the front by Engineer troops was exercised by the communica- 
tions section, office acting chief engineer, at general headquarters. 
The general duties of this section covered the assigning, transfer, 
training, discipline, and equipping of pontoon trains and bridging 
battalions; investigation of the requirements and troubles as to 
bridges experienced by the division, corps, and Army engineers and 
the special engineer services, and the means of meeting them; the 
furnishing of technical advice to such departments as desired it; 
and the elaboration of final designs for such types of light and heavy 
timber and steel bridges as conditions and needs warranted. 

As a preliminary to and basis for our bridging plans in 1918, a 
field reconnaissance party, consisting of six Engineer officers and an 
enlisted detachment, completed a reconnaissance of bridges along 
the front, covering an area about 20 miles wide, from a point op- 
posite Epernay to the Swiss border. Besides obtaining data which 
would permit repairing and strengthening of such bridges as would 
be required to carry maximum loads in the event of operations in 
that sector, the investigation enabled the engineers to plan the 
demolition of these bridges in case of a retreat. It further provided 
information on which to base orders, operations, and requirements. 
The reconnaissance proved of vast importance, though authority was 
given by the French only upon our agreeing not to publish the results 
of this work. 

Due to the lack of animals, it was necessary to experiment with 
tractors and trailers for hauling pontoon equipage. One hundred 
tractors were purchased in England, and a portion of them were 
shipped to the advance bridge depot at Abainville, but none was 
received prior to the cessation of hostilities. Tractors arrived in 
France from the United States and were used to excellent advantage 
for a short period. One hundred and fifty tractors (Cleveland) were 

y 



MILITARY ENGINEERING. 



91 



shipped from the United States in October, 1918, and 150 more were 
to be shipped in November. It was intended to utilize these with 
the corps, armies, and Army reserve. Numerous experiments were 
made with trailers (Troy), escort, and British wagons, with a view 




of making such modifications as would better adapt them for hauling 
pontoon equipage. 

In contemplation of an advance by our Army, a canvas type, 
floating footbridge was designed by Lieut. Col. J. G. B. Lampert 
which filled the need for a portable emergency unit. Each unit was 
285 feet long and weighed about 4,500 pounds, so that it could be 



92 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

loaded on one motor truck. This bridge was furnished the armies 
and various corps and was used to advantage. 

The 464th and 465th Pontoon Trains were the only special pontoon 
troops which actually served with the armies. The 464th Pontoon 
Train operated originally during July and August, 1918, along the 
Marne, and salvaged a great deal of the captured German pontoon 
equipage, afterwards repaired and put to use in our advance. This 
German equipage was all of sheet-metal construction, differing 
therein from our standard types. After repairs at Abainville, two 
complete pontoon divisions were equipped with these German boats. 
In addition, 27 full boats and 59 bow sections and 52 stern sections 
were repaired. 

The 465th Pontoon Train, which had undergone a course of train- 
ing in handling French equipage at the Army Engineer School, 
remained there until ordered to the Second Army on November 6, 
1918, and later replaced the 464th, with the Third Army. 

The 401st Pontoon Park and the 466th, 467th, and 468th Pontoon 
Trains reached France, but saw no active service. Shortage of 
tonnage had prevented the shipment of their pontoon equipment to 
France and deliveries of pontoons ordered from the French were 
not made in time to equip these units. All of their personnel was 
therefore concentrated at the Army Engineer School and trained in 
handling French pontoon equipment. When it developed that they 
would not be needed for field service, they were returned to the 
United States. 

HEAVY BRIDGES. 

The First Battalion, 601st Engineers, was designated as Army heavy 
bridging troops. It was intended to train the battalion, one com- 
pany at a time, at the Army Engineer School at Langres, but before 
the first company had completed the training course, the entire 
battalion was ordered there as a school battalion and ceased to func- 
tion as bridging troops. Later the 27th Engineers (Mining), were 
used as heavy bridging troops in the advance of the First Army. 

BRIDGES IN ARGONNE-MEUSE OFFENSIVE. 

During the Argonne-Meuse offensive from the latter part of Sep- 
tember to the signing of the armistice, 38 bridges were built or 
reconstructed in the First Army area by the 27th Engineers. As 
Army Engineer troops their function was to replace the more or 
less temporary bridges over which troops or light guns could pass 
by heavier bridges able to carry the heaviest tanks and artillery 
tractors. Of them 22 were highway bridges, 8 standard-gauge 
railway, and 8 narrow-gauge railway. Of the total, 26 were across 
the River Aire or its associated drainage, mostlv in the region 



/ 






MILITARY ENGINEERING. 



93 



Varennes Apremont-Grandpre. The remaining 12 were across the 
Meuse. its canal, or local drainage, in the region between Forges and 
Dun-sur-Meuse. The total length constructed was 2,748 feet, divided 
as follows: Highway total, 1,481 feet; narrow-gauge railway, 782 
feet; standard-gauge railway, 485 feet. 

In July, 1918, 225 spans, ranging from 19 to 90 feet in length, and 
aggregating 9.416 feet, were ordered from Washington, for delivery 




by January 1, 1919, for heavy bridging in the advance of the armies. 
Additional spans were also ordered to be exchanged against British 
material. None of this heavy bridge material, however, arrived 
before the armistice was signed. 



94 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Bridge material had originally been stocked at Gievres and Is-sur- 
Tille, but the haul to the front was so long that an advance bridge 
depot was established at Abainville under the direction of Col. H. W. 
Hodge. This depot was stocked and furnished bridge material to 
the armies, repaired captured German pontoon equipage, and acted 
as a base for all emergency bridge requirements. Its location at the 
terminal of the light railway system, over which material called for 
in requisitions was promptly dispatched to the front was admirable; 
a connection also was provided by good roads to the forward areas. 

Three miles of wooden bridge (pile and trestle) were assembled at 
Gievres and Is-sur-Tille, and of this amount 1 mile of trestle and 
one-quarter mile of pile bridge complete were sent to Abainville, 
from which shipments to the armies were made. Two miles of road 
plank 5 by 10 inches by 11 feet were also prepared and a part of it 
delivered to the Abainville depot. 

A few small pile drivers were purchased in France and others 
were ordered from the United States. Air-driven units were studied, 
both for driving piles and for driving miscellaneous wood-working 
tools for heavy timber bridge erection. Gasoline hoists were 
ordered shipped to France, but none were received in time for field 
use. Five hundred and forty-feet of rectangular and 624 feet of 
light Inglis bridge were purchased from the British. A small por- 
tion of the former and about three-fourths of the latter were de- 
livered, but not used in active operations. 

REFERENCE DATA, BRIDGING. 

Appendix number 
or file reference. 
Report, assistant to the chief engineer, at general head- 
quarters Appendix No. 7. 

Report, chief engineer, First Army Appendix No. A-l. 

Report, chief engineer, Second Arm5 T Appendix No. A-2. 

Report, chief engineer, Third Army Appendix No. A-3. 

Monthly reports and histories of engineer regiments 

with the Armies Appendix No. R-27, etc. 

Reports on engineer research (military bridges) Appendix No. 19. 

Report, Provisional Ponton Manual (French) Appendix No. 14-a. 

Map Making and Reproduction. 

The preparation and reproduction of maps for Army use was car- 
ried on by battalions of the 29th Engineers, operating under the 
supervision of G-2-C. the topographical division, intelligence section 
of the general staff, of which Col. E. G. Alexander was chief. This 
organization was charged with the surveys of certain areas, with the 
preparation and reproduction of practically all maps in the Army 
zone, with the conduct of a base printing plant at Langres, and with 
the operation of mobile printing trains, consisting of presses and 
process equipment mounted on motor trucks, which accompanied 



MILITARY ENGINEERING. 95 

corps and armies. The mobile printing trains were a new develop- 
ment, and met the demand for speed in distributing information col- 
lected daily from prisoners, captured documents, aerial reconnois- 
sance, and visual observations. 

The first battle of the Marne was planned by the French on the 
general staff map of France, on a scale of 1/80,000, or three-fourths 
inch to the mile. Later, the enormous increase in indirect fire by the 
Artillery led to the demand for maps of the entire theater of opera- 
tions on a scale of 1 to 20,000 (3 inches to the mile), and of the imme- 
diate battle line on a scale of 1 to 5,000 (or 12 inches to the mile). 
The improvement of aerial photography also made it possible to 
carry on detailed mapping in the enemy territory and to plot on maps 
the greater part of the enemy's trenches and Artillery. The variety 
of information led to the multiplication of the scales of maps in use, 
while the complication of modern warfare demanded an increased 
amount of graphic representation for simplification. In order to 
derive the greatest benefit from the increased accuracy and scale of 
the battle maps it was necessary that the Artillery using indirect fire 
from the map should have a network of triangulation and traverse 
points on the ground in order to determine the exact location of their 
batteries. 

ORGANIZATION. 

For the purpose of carrying on this work the following organiza- 
tion was established : At general headquarters, in each Army, Army 
corps, and division there was a staff officer (Engineers) in the G-2 
section, who exercised supervision and technical control of the work 
of the following troops : 

For general headquarters. — One battalion (topographical), 29th 
Engineers, operating a base printing plant and the drafting, map, 
and reproduction sections at general headquarters. 

For each Army. — One battalion of three companies (topographi- 
cal), 29th Engineers. 

For divisions and corps. — Detachments from the Army topographi- 
ical battalion. 

The surveying, drafting, and printing of base maps containing the 
natural topographic features was performed by the general head- 
quarters, topographical battalion, and the base printing plant. The 
study, restitution from aerial photographs and over-printing of 
enemy organizations on these base maps to make the battle map, and 
the establishment of artillery firing data was a function of the 
Armies, and was performed by the Army topographical battalion. 
All topographic units were charged with the reproduction of intelli- 
gence information for the units to which they belonged. 



96 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

TRAINING. 

The troops for corps and Armies were organized, trained, and fur- 
nished technical equipment in a training center and depot at the base 
printing plant. The officer personnel was largely recruited from the 
United States Geological and United States Coast and Geodetic 
Surveys, and needed only training in adapting their technical knowl- 
edge to the military problems. The schools included courses in map- 
reading, topographical surveying, interpretation and restitution of 
airplane photos, artillery orientation and reproduction. Instructors 
were also furnished in these subjects to the intelligence school and to 
the corps schools. 

PLANT AND EQUIPMENT. 

In addition to the mobile printing trains and the portable equip- 
ment for corps and divisions, there were established the base printing 
plant at Langres and printing plants for the First, Second, and 
Third Armies. On June 15, 1918, the base printing plant was put 
in operation. At the close of hostilities that plant and the Army 
printing establishments occupied about 90,000 square feet of floor 
space and employed about 800 men, who operated 38 lithographic and 
18 type presses and the necessary auxiliary machinery. The total 
impressions executed at the base printing plant was 22^ million, and 
in the Armies about 5,000,000. 

MAP SUPPLY. 

Until the base printing plant was completed June 15, 1918, Ameri- 
can troops were supplied with French maps, obtained either from 
French units or from the service geographique. The proportion 
printed at the base printing plant gradually increased until the St. 
Mihiel offensive, September 12, 1918. All the maps for this opera- 
tion, totaling 309,000, were printed by the 29th Engineers at Langres 
between August 20 and September 9, and were distributed through 
the topographic sections of Armies, corps, and divisions. From that 
time on the American Armies were independent in their map supply. 

The Army printing plants assisted in the printing and particularly 
in overprinting enem} 7 organizations and special information on base 
maps furnished from Langres. In one American Arm} 7 alone, at 
the close of hostilities, there were 33 periodic maps produced, the time 
of publication ranging from daily to monthly, and the edition from 
50 copies to 4,000. A rather liberal policy of distribution was 
adopted, since the map was about the only intelligence information 
which could reach the company and platoon commanders preceding 
and during an attack. Troops were at all times supplied with an 
abundance of excellent maps, the total used between July 1 and 
November 11, 1918, being in excess of 5,000,000. 



MILITARY ENGINEERING. 97 

STJRVEYS. 

When the American forces reached France, the theater of opera- 
tions had been covered by a narrow belt of large-scale maps, on the 
scale of 1/20,000 with 1/10,000 and 1/5,000 maps for the battle lines. 
During the offensives of 1918 the Germans broke through this belt 
and American Expeditionary Forces topographic parties assisted the 
French Service Geographique by surveying about 400 square kilo- 
meters on the scale of 1/20,000. At the close of the war the Allies, 
were on the point of breaking through on the other side. This pos- 
sibility had been foreseen and surveying forces had been trained 
by the preparation of a number of 1/20,000 plan directeurs of train- 
ing areas. Detailed surveys of limited areas were made in all parts 
of France for the American Expeditionary Forces organizations. 
Nevertheless, the actual amount of surveying done was relatively 
small, except in the Armies, where triangulation and traverse were 
carried on over large areas for the purpose of furnishing our Ar- 
tillery with firing data. 

USE OF AIRPLANE PHOTOGRAPHS. 

The interpretation and restitution of airplane photos was a de- 
velopment of the present war, and instruction was conducted in the 
topographical school at Langres, using French and British photo- 
graphs and documents. Beginning with the Chateau-Thierry oper- 
ations in June, 1918, graduates of this school were furnished to the 
topographical sections of corps and Armies, and American data 
began to be used in the schools. Actual surveys made after the 
conclusion of the armistice showed a gratifying degree of accuracy 
in the study and mapping of .enemy organizations. A large number 
of documents, photos, and studies were collected for future de- 
velopment and experiments were conducted with a view to the appli- 
cation of airplane photography to peace-time mapping. 

MISCELLANEOUS. 

Position warfare had brought the relief map into use in the 
French armies, and their methods were followed in the establishment 
of a relief map plant at the base printing plant. Nearly 2,000 relief 
maps were distributed to American organizations, of which about 
500 were made by the 29th Engineers. At the close of hostilities the 
American Army was self-sustaining in this respect. 

Visibility studies were made on these relief maps by means of 
French apparatus, and the results distributed. 
127071—19 7 



98 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

The reproduction of airplane photographs in quantity by photo- 
engraving was a decided innovation, and permitted distribution 
down to lower units. 

Scaled panoramic photographs and sketches were produced for 
all the observation posts of divisions, corps and Armies, and of the 
Artillery and ranging service. 

The total personnel employed in the topographic service at the 
close of hostilities was over 100 officers and nearly 1,700 men, organ- 
ized in three battalions, of which two battalions had only one com- 
pany each in France. Of the five companies, three had been organ- 
ized in France by transfer from other Engineer organizations, from 
Engineer replacements, or from Engineer depot detachments. 

REFERENCE DATA, MAP MAKING, AND REPRODUCTION. 

Appendix number 
or file reference. 
Report, chief G-2-C. 

Monthly reports and history, 29th Engineers Appendix No. R-29 

Sound and Flash Ranging. 

On the entry of the United States into the European War there 
existed no service in our Army analogous to those which, under the 
conditions of position warfare in Europe had been created for the 
purpose of accurately locating the positions of enemy artillery and 
for directing artillery fire on those positions. Location and ranging by 
means of sound was entirely new. Location by means of visual obser- 
vation, though it might be regarded as an outgrowth of methods al- 
ready practiced, was rendered so complicated by reason of the great 
artillery activity that special synchronizing devices had to be adopted 
and personnel especially trained in this new and more elaborate 
procedure. 

This service was, in the United 'States, originally assigned to the 
Signal Corps, and its organization was directly intrusted to Maj. 
(afterwards lieut. col.) Augustus Trowbridge, an eminent physicist 
and engineer, who, after a preliminary inquiry into conditions in 
Europe, recommended to the chief signal officer that work be com- 
menced on certain apparatus, and that he and one other officer be 
sent to France to study the problem of organization and return on 
completion of this duty to undertake quantity production of appa- 
ratus and enlistment and training of personnel. This recommenda- 
tion was approved, and Maj. Trowbridge and Capt. Theodore Ly- 
man arrived in France and reported to the chief signal officer in Sep- 
tember, 1917. 

Prior to this date General Orders, No. 8, American Expeditionary 
Forces, 1917, had placed the sound and flash ranging in the topo- 



MILITARY ENGINEERING. 99 

graphical division of the intelligence section of the general staff under 
the direction of Maj. (later col.) R. G. Alexander, Corps of Engi- 
neers. Maj. Alexander had sent the only men available at the time, 
two intelligent engineer soldiers, to the French school for sound 
rangers, and later to French sound-ranging sections at the front, and 
realizing the need of officers with expert knowledge of physics and 
mathematics in the sound and flash-ranging service, secured a com- 
mission as lieutenant for C. B. Bazzoni, who happened to be in 
Europe at the time. Lieut. Bazzoni was sent to visit a number of 
French sound-ranging sections, and later, in September, 1917, to 
visit the British sections, the organization and equipment of which 
had not at that time been studied by any officer connected with the 
establishment of a ranging service for the American Expeditionary 
Forces. 

On the arrival of Maj. Trowbridge and Capt. Lyman at American 
headquarters they were ordered to report to Lieut. Col. (later brig, 
gen.) D. E. Nolan, assistant chief of staff, G-2. After visiting a 
number of French sound-ranging sections and two French flash- 
ranging sections they were ordered to British headquarters for a 
study of the British methods, organization, and equipment. As the 
result of the extended comparative study of the French and British 
ranging methods it was decided to recommend to the Chief of Engi- 
neers, Washington, that construction be begun on sound-ranging 
apparatus of the type in use by the British; that, as regards the flash 
ranging, the French system be copied by the American Expedition- 
ary Forces. By mutual agreement between the Engineer Department 
and the Signal Corps, the two officers above mentioned were trans- 
ferred to the Engineer Department to continue their most satisfac- 
tory work. 

ORGANIZATION AND TRAINING. 

The period from October, 1917, to March, 1918, was one of organi- 
zation and the training of officers and enlisted men. There were no 
young Engineer officers nor any Engineer troops in France imme- 
diately available for this special service in the early autumn of 
1917. There were, however, a large number of young Americans in 
France who had been in the American ambulance service with the 
French Army and many with the necessary education and qualifica- 
tions were seeking enlistment or commissions in the American Expe- 
ditionary Force. A large number of these young men were inter- 
viewed and four valuable officers were secured. Three other efficient 
officers were released from other duty at general headquarters and 
one arrived from the sound and flash ranging detachment that had 
been established at Princeton. These officers were all sent to study 
sound or flash ranging at the British schools and for subsequent 



100 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

front-line experience at the British ranging sections, where they 
remained until they were needed to train the first detachment of 
American sound and flash ranging troops. 

On December 20, 1917, 40 enlisted men of the 116th Engineers 
were ordered to the Army Engineer School, Langres, to prepare a 
sound and flash ranging school for the instruction of personnel 
arriving from America. Under command of Capt. Lyman, assisted 
by Lieut. Bazzoni, the detachment was installed at Fort St. Menges, 
north of Langres, by January 1, 1918, and was trained in the theory 
and practice of ranging by the officers and the two enlisted men 
mentioned above as having had sound ranging experience with 
French sections. Instruments for both sound and flash ranging had 
been procured from the British and the French and the men had 
about six weeks' instruction in theory and practice before the first 
company of ranging troops arrived from the United States. 

When this company (Company B, 29th Engineers) arrived in 
France in February, 1918, it was found to contain mixed ranging and 
printing and survey troops. Those with printing and survey expe- 
rience were detached and the deficiency made up by the 40 men from 
the 116th Engineers mentioned above and additional replacements 
which were authorized. The officers of Company B, not technical 
printing or survey men, and about 20 casual officers who had been 
selected for attachment or assignment to Company B, were either 
sent to the British sound or flash ranging schools and subsequently 
to the front line or to French flash ranging sections after theoretical 
and practical training at the Army Engineer School. They were 
kept at the British and French fronts until they were needed for 
our own ranging sections as they were formed. In addition to the 
officers, a few of the best of the enlisted men were sent, after train- 
ing at the American school, to British sound ranging sections at the 
front. This was sound ranging section No. 1 (under Capt. Bazzoni) , 
which occupied a position in the sector of the First American divi- 
sion northwest of Toul. Early in March, 1918, the first American 
section was established at the front. About the same time a detach- 
ment of flash ranging troops under Lieut, (now Capt.) Wright was 
detailed with a French flash ranging section in the same sector with 
the object of ultimately taking over the responsibility for visual 
observation and flash ranging in this region. 

Although the Sound and Flash Ranging School was officially a 
branch of the Army Engineer School, the training of the troops 
was planned and carried out by officers of G-2-C, general headquar- 
ters, and the necessary equipment, supplies, and labor were furnished 
by a battalion of the 29th Engineers operating under orders of G-2-C. 

The reports of the officers of the sound and flash ranging service, 
for the most part made during the period of training prio? to March, 



• t 



One minute 

■■■■ . ~rtrmr' r*nr- •--,. - 

iiiini i> s i i § i 




• t 



i in 



10.58-56 I0. 58 ' 57 

Hour -minutes-seconds 



% % % % % i 



0.58-58 



L asr re ca re/, by Sc 

Broken character of records here /nd/cate great dr. 

Records of this character are used no/ on/y to 
ca// be r of fhe enemy guns - Sound ftangrr 
/n sufficient numbers to cover the entire fro 



127071—19. (To face page 101.) 



MILITARY ENGINEERING. 101 

1918, are accessible in the files of G-2-C, general headquarters, 
American Expeditionary Forces. 

The list of these reports with the identification numbers assigned 
to them follows: 

SOUND RANGING. 

1. By Capt. Bazzoni : Visit to French Sound Ranging School and 
French sections August 29, 1918. 

2. 3. By Capt. Bazzoni: Visit to three French sound ranging sec- 
section, January 19, 1918. 

4. By Capt. Bazzoni : Preliminary report on British Sound Rang- 
ing Service. 

5. By Lieut. Col. Trowbridge: Report on British sound ranging 
service with attached report from Maj. Lyman. 

Other reports on instruction at the British school and in front 
line sections were made by Capt. French and Lieuts. Facht, Beckett, 
Nitten, and Wallower. The last-named officers submitted a report 
of personal experiences during the retreat with a section of the 
British Fifth Army in March, 1918. 

FLASH RANGING. 

6. By Capt. Wright: A full report on organization and operation 
of British flash ranging sections, January 21, 1918. 

7. By Maj. Pendleton: On visit to a French flash ranging section, 
January 29, 1918. 

8. By Capt. Whitney: Valuable report on the present and pro- 
posed organization of the British ranging service, October 18, 1918. 

9. By Capt. B. A. Ross: Report on British school and front line 
section, January 19, 1918. 

PERIOD FROM MARCH TO AUGUST, 1918. 

The period from March, 1918, to August 20, 1918, was one during 
which the ranging sections, though organized as Army troops, were 
operating with American divisions or corps or under French corps 
in sections partly held by American troops. The German offensive 
in March delayed the formation of the American troops into corps 
and armies and retarded the overseas movement of special troops 
and incidentally the development of the sound and flash ranging 
service. 

The first sound ranging section, which in anticipation of the 
formation of our first army had been installed in the Toul sector, 
was dependent on general headquarters for all its technical and most 
of its general supplies. This management, though not contemplated 
in the general organization, worked so well that it was decided to 



Graphical, record of the 
End of the Wour 



One minute before the hour. 
/I// guns firing 



One minute after the hour. 
/I it guns siient 




10.58-56 I0. 58 ' 57 

Hour - minutes- seconds 



10.58-58 



10.58-59 



||0l-00 



01-01 



||Ol-02 



H.OI-03 



November I J, 19/8 

Ldsf record, by Sound Ranging, of Art/fiery activity on American front near the river Mosei/e 

Broken character of records here indicate great drf/itery activity -mosffy American - Lackofirregufarities here indicate a/most comp/ete cessation of firing 

Records of this character are used not oniy to indicat e activity as in this case but in order to tocate the positions of the enemy guns firing, ffius targets and the 
cafibe r of the enemy guns - Sound Panging Sections simifar to the one which took this record are parf of the drrny inteiiigence and are maintained 
in sufficient numbers to cover the entire frcnf - They are opera fed hyf/ie fng/neers, 



-127071—19. (To face page 101.) 



102 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

increase the number of sections in the sector up to the limit of the 
number which could be made from the one company which had 
arrived in France and was trained. Capt. Lyman was put in charge 
of this company, which furnished three sound and one flash ranging 
sections. This company remained in the sector until relieved, as 
later explained. 

The original plan of organization was to have a battalion of five 
companies (maximum) with each army so as to provide one com- 
pany for each corps in the Army. Each of these companies was to 
contain four sections, two sound and two flash or three sound and 
one flash, dependent on the nature of the terrain or on the character 
of the enemy artillery in the sector. 

For position warfare it was generally conceded that both the 
sound and flash ranging sections should remain in the sector even 
if the corps should move and it was for this reason that the ranging 
battalion was attached to the Army rather than the ranging com- 
pany to the corps. It was not until August, 1918, that this proposed 
organization could be perfected, for during the period of the Ger- 
man offensive sections had to be moved wherever the Artillery could 
best employ them. 

During this period of the German offensive the policy was adopted 
of placing newly trained sections in the relatively quiet. Toul sec- 
tor to relieve the more experienced sections which were sent to the 
active Chateau Thierry sector. One experienced flash section and 
one fairly experienced sound section were transferred in June to 
the active sector, and both were in operation before the 18th of 
July, when the Allied counteroffensive began. The flash ranging 
section rendered valuable service both before and after July 18. The 
sound ranging section also did well before the counteroffensive began, 
but was unable to follow the swift advance toward the Vesle and was 
withdrawn to the Toul sector. 

In August, 1918, when the Army organization was completed, all 
the ranging sections were collected in the Army area and the loca- 
tion of the enemy artillery in the St. Mihiel salient was undertaken 
in preparation for the American offensive in that sector. Mean- 
while Companies C and D of the 29th Engineers had arrived in 
France and the Second Battalion of the 29th Engineers was formed 
August 20. 

The greater number of sections at the front had necessitated en- 
larging the facilities both of the school and of the technical supply 
depot. This latter, which had been originally located at the school, 
was moved to Langres which was both nearer to rail transportation 
and, being the headquarters of the First Battalion, 29th Engineers, 
permitted the institution of economies in personnel and transpor- 
tation. 



MILITARY ENGINEERING. 103 

PERIOD FROM AUGUST TO NOVEMBER, 1018. 

The period from August "20 to November 11, 1918, was one during 
which ranging sections were operating in an American sector as 
Army troops practically as contemplated in the original plans. Dur- 
ing this period the St. Mihiel offensive was carried out and its suc- 
cess afforded an opportunity of judging the accuracy of the sections 
in locating the enemy artillery. On September 12, when the St. 
Mihiel offensive started, three sound ranging and two flash ranging 
sections were in the field. Profiting by the experience of the Chateau- 
Thierry offensive provisions had been made for making the sections 
mobile and the results were satisfactory. On account of the narrow- 
ing of the front as the line advanced one sound-ranging section was 
held in reserve. Thirty-six hours after the offensive started one of 
the sound-ranging sections came into operation for a short time. 
Sixty hours after the start of the offensive, the same section was 
operating in what proved to be a permanent position. The other 
sound section and both flash sections also kept up well with the 
advance. When the line became stabilized and new sections trained 
at the school went to the Army in the Toul sector, the policy was 
adopted of establishing sections to both the right and left of the 
positions already occupied. The sound-ranging sections were so 
disposed that three or four individual sections could be grouped so 
as to form a single section of very broad base. This group of sec- 
tions was so laid out that it was favorably oriented for the location 
of the larger caliber enemy guns in the region of Metz. 

When the offensive in the Argonne began one flash-ranging section 
was detached from the Second Army and attached to the First Army. 
The sector covered by the First Army was provided with French 
flash-ranging sections and for this reason the American section was 
held in reserve. It had been especially trained for mobility and had 
already operated with the corps to which it was attached around 
Chateau-Thierry. When the final advance to the Meuse near Sedan 
took place this section was on the left and so had the greatest dis- 
tance to cover. It got into position just as the armistice was con- 
cluded. 

When the Third Army was formed the Artillery of the Fourth 
Corps requested that this section be sent forward with them on the 
march to the Rhine. Another flash-ranging section also accompanied 
the Artillery of the other corps (the Third) of the Third Army. 

At the time of the signing of the armistice there were in the field 
five sound-ranging sections, of which four were operating, and five 
flash-ranging sections. There was one company (Company F, 29th 
Engineers) at the school about two-thirds trained and provided 
with full equipment to take the field in about two weeks time, There 



104 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

were on hand at the depot ample supplies for the maintenance of all 
the sections and new equipment was coming regularly from the 
United States. 

After the signing of the armistice all the sections in the field ex- 
cept the two flash sections with the Third Army were ordered to 
collect their material, take in their lines, and return to battalion 
headquarters. 

Further data on the organization, equipment, and activities of the 
flash and sound ranging service are given in Appendix No. 15. 

REFERENCE DATA, RANGING. 

Appendix number 
or file reference. 
Report, chief, G-2-C. 

Monthly reports and history, 29th Engineers Appendix No. 15 

Light Railways. 

In the zone close to the front lines where it would have been im- 
practicable to construct standard-gauge railways or to operate large, 
heavy locomotives, there was developed a system of "Light rail- 
ways " with track of 60-centimeter gauge. The service of light 
railways began at rail heads, to which munitions and supplies were 
transported by standard-gauge lines and there transferred to the 
60-centimeter lines. The lines increased steadily in scope and im- 
portance during the war and were a vital part of the supply system 
for the Armies. It is difficult to see how without them the Armies 
could have functioned. Great quantities of munitions, supplies, and 
equipment were delivered with regularity and rapidity. Troops 
were transported to and from the trenches by light railway and 
wounded were brought back in special cars adapted for carrying 
ammunition on the outbound trip and wounded on the inbound trip. 
While the actual construction and operation of light railways was 
nominally under Army command, the broad plans for utilizing this 
means of transport, for supplying trained personnel, for establishing 
central shops for heavy repairs, and for procuring supplies and 
equipment were developed and executed by the division of light 
railways and roads under the chief engineer, American Expedition- 
ary Forces. 

When hostilities ended there were under American Army control 
2,240 kilometers of 60-centimeter lines, of which about 300 kilo- 
meters had originally been constructed by the French but rehabili- 
tated by the American Expeditionary Forces, 200 kilometers had 
been constructed outright by the American Expeditionary Forces, 
and 1,740 kilometers had been taken from the Germans, the latter 
figure comprising 900 kilometers south of the battle line of Novem- 
ber 11, 1918, and 840 kilometers just in front of it. In addition to 
service performed for the British Armies, the work of the light 



MILITAEY ENGINEERING. 105 

plway regiments included construction and operation of lines in all 
f the principal sectors held by American troops. At the time of 
the armistice the system was divided into three main divisions, 
consisting of the Verdun district, the Toul district, and the so-called 
Abainville-Sorcy line, which connected the central repair shops 
with the system at the front. This latter line was 28.5 kilometers 
long and was put into operation August 22, 1918. While short it 
was a vital element in the system since it afforded access to the 
Abainville shops, the primary supply and repair center provided 
for engines, cars, and other equipment. 

The principal troops regularly engaged on light railway con- 
struction and operation included the 12th, 14th, 21st, and 22d Engi- 
neers and the 528th, 544th, 540th, and 546th Engineers, Service Bat- 
talions, the first work done by the 12th and 14th Engineers being 
with the British expeditionary forces. 

The nucleus for a department of light railways was selected from 
the 12th and 14th Engineers. The organization consisted of the fol- 
lowing: Manager of light railways, deputy manager of light rail- 
ways, chief engineer, general superintendent of transportation, gen- 
eral superintendent of motive power, general superintendent of con- 
struction, and supply officer. The department of light railways 
originally organized under the transportation department, later be- 
came the Division of Light Railways and Roads, under the chief 
engineer American Expeditionary Forces. The officers constitut- 
ing the personnel of the original organization made investigations 
of light railway construction, operation, and equipment, prepared 
organization plans for field and shop forces and developed a cen- 
tralized department for handling the light railway work in Ameri- 
can sectors. Large orders were placed for shops, track material, 
equipment, including locomotives, cars, and cranes, tools, and operat- 
ing supplies. 

CENTRAL SHOPS. 

It was essential that the organization should have its own central 
shops thoroughly equipped to make heavy repairs to locomotives 
(both steam and gas), cars of all types, and other classes of equip- 
ment, and to manufacture special equipment, special track, repair 
parts, etc. It was also necessary that an iron foundry and brass 
foundry be provided ; that the main storage yards for track supplies 
should be adjacent to the shops; and that the shops and storage 
yards should be connected with light railway systems by a well- 
built 60 centimeter line. 

About 25 shop sites were examined. By elimination, these were 
reduced to some half dozen, for which tentative plans were drawn, 
and finally Abainville (Meuse) was selected as most desirable, since 



106 HISTORICAL REPORT CHIEF ENGINEER A. E. F, 




(1942-J8) TRANSPORTING WOUNDED BY LIGHT RAILWAY AT AULNOIS; TRAIN 
OPERATED BY 21 ST ENGINEERS. JULY 1, 1918. 




(1913-F9) ERECTING LIGHT RAILWAY LOCOMOTIVES AT CENTRAL SHOPS, 

ABAINVILLE. 



MILITARY ENGINEERING. 107 

it had satisfactory standard gauge railroad connections, canal con- 
nection, main highways, and was within each reach of the front. 
The ground covered by the shops and yards at Abainville was about 
125 acres. 

Orders were, therefore, placed for the structural steel on Janu- 
ary 28. 1918, all of which arrived at the shop site about April 22. 
Ground was broken on April 22, 1918. the building material was 
brought into the yards early in May and construction commenced. 

There were in all 10 buildings covering a total of about 70,000 square 
feet. The 10 buildings were: Erecting shop, smith shop, machine 
shop, foundry, gasoline engine repair shop, car shop, power plant, oil 
house, storehouse, and carpenter shop. The latter, however, was 
constructed of wood bought in France. It was later necessary to 
add to the storehouse, as the original building did not provide suf- 
ficient covered space. It was also necessary to erect a small engine 
house to take care of running repairs to locomotives on the line to 
the Armies. 

Building construction was suspended June 10, 1918, by orders 
from general headquarters resumed July 27, and completed August 
17. While the total time from the day work was commenced until 
finished was 109 days, the actual net construction period, omitting 
the period during which work was suspended, was only 45 days. 

The first machinery arrived at the shops in September and was 
set up as fast as received, although difficulty was encountered, due 
to the fact that machines arrived without motors or other essential 
parts. While the plant was built primarily for light railway re- 
pairs, a large amount of work was done for the various departments 
in the vicinity of the shops and for passing combat divisions. The 
erecting and repair shop, up to December 31, 1918, overhauled 47 
steam locomotives, ninety 50-horsepower gas locomotives, and three 
3-Vhorsepower gas locomotives. 

TRACK MATERIAL. 

Track material and equipment had early been ordered on a general 
requisition. The rail ordered weighed 25 pounds per yard — about 25 
per cent heavier than the rail ordinarily used by the British and 
about 40 per cent heavier than the customary French rail. Experience 
showed that the heavier rail much more than paid for itself in added 
volume and speed of traffic. The first rail ordered was in 5-meter 
lengths, with some shorter lengths and with a certain proportion 
curved to various radii, and accompanied by steel ties. Bolts and 
clips were ordered for use in fastening the steel ties instead of riveting 
the rail to ties in accordance with French practice. Experience showed 
that the adoption of the bolted, instead of the riveted, ties was sound. 
Additional orders for rail were made by the department, the greater 



108 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



part of it being in 30- foot lengths, without curvature. Eail of this 
weight was readily bent to any desired curvature for use on wood ties. 
With the rail on wood ties it was also possible to use interchangeable 
frogs for either right-hand or left-hand turnouts. About 85,000 ties 
were from Portugal, and the large additional quantity of ties needed 
were furnished by the forestry section of the division of construction 




and forestry. Steam and gasoline locomotives and cars of various 
types were secured in the United States. 

Throughout the period from May, 1913, to the end of the Avar, the 
light railway organization carried on its activities in liaison not only 
with the chief engineer, American Expeditionary Forces, of whose or- 
ganization it was a part, but with the fourth section of the general 



MILITARY ENGINEERING. 



109 



staff, general headquarters, and with the chief engineers, Armies, and 
the fourth sections of the Army staffs with whose work its operations 
were closely connected. In addition to large amounts of construc- 
tion carried out directly by the division of light railways, special de- 
tachments of light railway troops, track-laying gangs, bridge gangs, 
and operating units were trained at Abainville and supplied to the 
Armies thoroughly equipped with tools and materials. In the First 
and Second Army areas operations were under the chief engineers of 
the Armies. The manager of light railways, however, kept in close 
touch with the Army organizations and assisted them with trained 
personnel, equipment, materials, and supplies. 

Immediately after the armistice, however, all light railway per- 
sonnel, and construction and operations in all territories was placed 
under the direct control of division of light railwa}^s and roads. The 
manager of light railways appointed Col. L. DeB. Lovett (14th En- 
gineers), deputy manager of light railways in the Verdun district 
(covering all lines west of Vigneulles), and Col. J. A. Laird (12th 
Engineers) , deputy manager of light railways in Toul district (cover- 
ing all lines east of Vigneulles and north of Sorcy). The Abainville 
terminals and the Abainville- Sorcy line continued to be operated as a 
separate division under the superintendence of Capt. Pelletier, of 
14th Engineers. This organization worked very smoothly and effi- 
ciently: and during the following three months a great volume of 
business was handled, including German ammunition for demolition, 
other ammunition for storage, rations, personnel, engineer supplies, 
salvage, etc. 

The average number of light railway troops engaged at different 
periods and in the different sectors was as follows : 



District. 


How engaged. 1 


Prior to 
Aug. 10. 


Aug. 11- 
Sept. 14. 


Sept. 15- 
Nov. 9. 


Nov. 10 
Jan. 18 






635 


750 
100 
475 
175 
1,545 
275 
430 


2,650 

100 

575 

425 

1,280 

630 

840 

940 

1,190 

470 

990 

70 

190 

30 

20 

35 


2,665 






95 








250 




Shop 


25 

1,305 

135 

220 


750 


Toul 




1,155 






1,245 






1,100 






. 2,045 










585 










370 








520 
70 
160 
150 
30 
35 


505 






100 
15 
35 


215 
280 






15 






35 








Total 


2,040 

150 

255 

25 


2,965 
475 

1,100 
175 


5,890 

2,010 

2,110 

425 


6,360 






2,155 






2,035 




Shop 


750 










2,470 


4,715 


10, 435 


11,300 









i Under construction are included men rehabilitating captured German lines, taking up and storing 
track, etc. 



110 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

SUMMARY OF CONSTRUCTION. 

American forces not only carried out extensive reconstruction 
(placing new rail, ballasting, e tc.) of large systems of track taken 
over from the French and captured from the Germans, but completed 
new construction of 60 -centimeter lines, as follows: 

Meuse-Argonne sector : Kilometers. 

Mount tie Villus, German lines 4. 3 

Barricade (Mount des Allieux), Cheppy Junctiou 4.1 

Esnes Junction-Taylor Junction (Bois de Montfaucon) 7.0 

Aubreville-Clieppy Junction 9. 

Total 24. 4 

Sidings, spurs, etc 1.0 

Total 25. 4 

Rattentout district : 

Near Rupt, near Muilly 5. 4 

Near Vigneulles 2. 

Sidings, etc , 1. 1 

Total 8.5 

Toul sector : 

Sorcy-French line, near cut-off 5. 7 

Near le Neuf Etang, Bois Chanot 8. 

Harnonville-Nauginsard 3. 

Nauginsard-Broussey 5. 5 

Bernecourt-Noviant 5. 5 

Sorcy-Pagny 8. 3 

Bois Chanot-Charriere 9. 

Flirey-Lincoln Junction (Bois de Mont Marc) 3. 5 

Pont de Metz-German lines 4. 7 

Auberge St. Pierre, near Feye en Heye 1. 8 

Near Toul 4. 5 

Total 59.5 

Sidings, spurs, etc 35.7 

Total : 95.2 

Abainville-Sorcy line : 

Main line 28. 5 

Sidings and spurs along main line 5. 6 

Abainville yards 17. 8 

Sorcy yards 5. 2 

Total ">7. 1 

Baccarat sector : 

Main lines 11. 5 

Sidings, spurs, etc J 2.8 

Total 14.3 



MILITARY ENGINEERING. 



Ill 



Summary. 


Mainline. 


Sidings. 


Total. 




Ki omcters. 
24. 4 
7.4 
59.5 
28.5 
11.5 


Kilometers. 

1.0 

1.1 

35.7 

28. (i 
2.8 


Kilomelers. 
25.4 

8. a 

95.2 
57.1 
14.3 












Total 


131. 3 


G9.2 


200.5 





OPERATIONS IN ARMY AREAS. 

Upon the assignment during- February, 1918, of the First and 
Second Battalions of the 21st Engineers (L. K.), which had arrived 
in France in January, 1918, to light railway work, they were ordered 
to the Toul sector and took over the operation, maintenance, and con- 
struction of light railways in that sector, with regimental headquar- 
ters at Sorcy. The Third and Fourth Battalions of the 21st Engi- 
neers (L. R.) arrived in France in September, 1918, and were ordered 
to Abainville. They were employed on the construction of the stor- 
age yard at that point and later were sent to work in the Army areas. 

The First Battalion, 22d Engineers (L. R. construction), arrived 
in France during July, 1918; Second Battalion during August; and 
the Third, Fourth and Fifth Battalions during September, 1918. 
These battalions were used on the construction of light railways in 
the Army areas, and also assisted in the construction of additional 
storage yards at Abainville. 

By Section IV, General Orders, No. 149, General Headquarters, 
American Expeditionary Forces, 1918, the 12th and 14th Engineers 
(Ry.) were designated as light railway regiments and assigned 
to the division of light railways and roads. These two regiments 
which had rendered valuable service with the Third British Army 
since August 18, 1917, had been released by the British expeditionary 
forces. The 14th Engineers (L. R.) were moved from Calais to 
Chateau-Thierry and took part in the Chateau-Thierry offensive 
during August, 1918. It was not until September, 1918, that the 
Second Battalion reached the Verdun sector then occupied by the 
first American Army. The First Battalion, 14th Engineers (L. R.), 
continued to operate in the Chateau-Thierry sector until October, 
1918, when it was moved to Abainville and utilized at the light rail- 
way central shops, and in operation and maintenance of the Abain- 
ville-Sorcy line. 






112 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



Division of light railways, transportation department, tonnage handled by 
American 60 cm. lines from commencement of American light railway opera- 
tion to Feb. 1, 1919. 

[Source of information: Weekly reports from operating units: tonnage shown is "Originating tonnage" 

only.l 



Kilometers operated, main line 
and sidings 

Ammunition tons.. 

Coal (except L. R. ) do. 

Engineer material do. 

Forage do. 

L. R. ballast do.... 

L. R. coal do... 

Miscellaneous L. R. material, 
tons 

Miscellaneous Army tonnage, 
tons 

Personnel tons. 

Rations do. . . . 

Road material do. 

Total do.... 



Week ending i- 



Mar. 29. 



Apr. 5. 



46 
312 



172 



512 
6 

456 

396 

48 

6 

180 



42 
1,648 



216 

443 
36 
54 



2,092 2,525 



Apr. 12. 



46 
352 



32 



1,814 
12 

154 

1,930 

48 

684 



5, 026 



Apr. 19. 



46 
60S 

42 
522 

36 
1,290 



306 
742 



984 
138 



4,674 



Apr. 26. 



46 
934 



890 

103 

1,150 



610 

1,120 

51 

1,150 

1S9 



6,197 



May 3. 



46 

765 

20 

998 

295 

1,654 



504 

1,718 

16 

1,196 

104 



7,270 









Weekending 1 


- 








May 18. 


May 25. 


June 1. 


June 8. 


June 15. 


June 22. 


June 29. 

96 
326 


Kilometers operated, main line 


52 

384 

16 

1,598 

204 

1,342 


52 
320 


81 
616 


87 
264 


90 
776 
40 
1,210 
498 
184 



94 
912 

40 

1,246 

336 

240 

160 

75 

1,168 

84 

624 

4,312 


Coal (except L. R.) do. . . . 


946 

240 

616 

16 

102 

968 

90 

522 

1,024 


964 
378 
671 


1,346 

330 

576 

16 

144 

1,570 

90 

570 

2,766 


683 
265 


212 
248 

754 
2,837 

615 

3,010 

60 


Miscellaneous L. R. material, 


152 

632 

12 

504 

198 


167 

1,176 
294 

504 
1,477 


640 

1,514 

120 

750 

3,550 


Miscellaneous Army tonnage, 


















Total do.... 


5,042 


4,844 


6,247 


7,672 


9,282 


9,197 


9,010 








We 


ek ending 


i 








July 6. 


July 13. 


July 20. 


July 27. 


Aug. 3. 


Aug. 10. 


Aug. 17. 


Kilometers operated, main line 


106 
396 


110 
158 
106 

1,093 
185 

1,403 
70 

225 

1,104 

397 

13 

726 

3,529 

70 


131 
326 


135 
239 


139 
572 
26 

1,008 
891 

1,105 


145 
357 


205 

870 

30 

1,135 

700 

2,340 

30 

1,304 

1,197 




Engineer material do — 

L. R. ballast do 


961 

178 
660 
62 

570 

495 
818 


977 

535 

1,652 


856 

858 

833 

9 

1,042 

1,607 
1,419 


1,250 

680 

1,755 

56 

1,987 

1,124 
3,102 


Miscellaneous L. R. material, 
Miscellaneous Army tonnage, 


1,547 

1,206 

412 

13 

687 

4,708 

92 


458 

1,519 
1,726 
7 
1,030 
2,684 
70 




1,149 


Road material do — 

Water do — 


759 

3,520 

70 


937 
3,393 

76 


1,190 

2,040 

63 


1,060 

3,300 

36 


Total do.... 


8,489 


9,079 


12, 155 


11,269 


11,096 


13,604 


13, 151 



1 9-day period for Rattentout sector. 



! 8-day period. 



MILITARY EXGIXEERING. 

Division of light railways, transportation department, etc. — Continued. 



113 









"Week ending 











Aug. 24. 


Aug. 31. 


Sept. 7. 


Sept. 14. 


Sept. 21. 


Sept. 28. 


Oct. 5. 


Kilometers operated, main line 


303 
190 
10 
608 
530 
2,593 
285 

1,406 

1,088 
1,419 
1,370 
2,160 
81 


303 

5,870 

20 

1,237 

635 
2,717 

255 

2,111 

1,243 

549 

1,990 

3,060 

198 


370 
8,210 

350 
2,419 

940 
7,954 

638 

3,058 

2,276 
1,884 
1,604 
5,010 
599 


370 
10,580 

320 
1,730 

505 
11,036 

650 

2,442 

3,152 
1,902 
1,064 
3,690 
617 


370 
6,880 

166 
1,613 

120 
11,620 

730 

2,596 

1,557 
1,620 

452 
2,380 

674 


520 
4,130 

180 
1,281 

445 
11,711 

850 

2,031 

2,450 
2,014 

880 
2,280 

844 


520 


Ammunition tons . . 

Coal (except L. R.) do 

Engineer material do 

Forage do 

L. R. ballast d9 

L. R. coal do 

Miscellaneous L. R. material, 
tons 


3,169 
500 

1,488 
785 

7,246 
960 

896 


Miscellaneous Army tonnage, 
tons 


2,575 


Rations do 


2,408 

1,965 

2,657 

784 


Total do.... 


11,740 


19, 885 


34, 942 


37,688 


30,408 


29,096 


25,433 



Week ending !- 



Oct. 12. 



Oct. 19. 



Oct. 26. : (2) 



Nov. 2. 



Nov. 9. 



Nov. 16. 



Kilometers operated, main line 

and sidings 

Ammunition tons. 

Coal (except L. R.) do 

Engineer material do 

Forage do 

L. R. ballast do 

L. R. coal do 

Miscellaneous L R. material, 

tons , 

Miscellaneous Army tonnage, 

tons , 

Personnel tons . . 

Wounded personnel do 

Rations do 

Road material do 

Water do 

Total do... 



520 
1,630 

400 
1,311 

180 
6,584 

774 

934 

2,280 
3,130 



685 

3,550 

40 

1,987 

994 
9,515 

444 

2,256 

1,674 
2,250 



2,385 

3,784 

712 



5,212 
3,400 
1,144 



703 
5,752 

440 

4,346 

1,778 

14,368 

839 

3,842 

2,625 
1,606 
28 
5,212 
7,934 
1,115 



703 

838 
126 
961 



1,558 
113 

529 

374 
240 
8 
678 
1,681 
143 



721 
5,585 

570 
3,359 
2,415 
8,208 
1,018 

5,403 

4,955 
1,700 



721 
7,830 

290 
4,754 
2,710 
6,056 

662 

3,850 

2,027 
1,929 



743 
7,130 

640 
1,310 
1,490 
4,339 

560 

1,350 

1,155 
1,471 



6,416 
3,760 
1,768 



8,451 
5,170 
1,449 



6,348 
680 
880 



24, 104 



32,466 



49,885 | 7,249 



45, 157 



45, 178 



27,353 









Week ending 


l 








Nov. 23 


Nov. 30. 


Dec. 7. 


Dec. 14. 


Dec. 21. 


Dec. 28. 


Jan. 4. 


Kilometers operated, main line 
and sidings 


870 
8,570 

340 
1,115 

740 
5,800 

720 

1,260 

1,845 
1,467 
4,154 
2,500 
486 


790 
7,415 

134 
1,133 

335 

7,640 

505 

2,081 

2,430 

1,698 

3,410 

750 

288 


779 
7,615 i 

964 

2,278 

40 

3,480 

996 

1,441 ; 

2,101 1 

1,710 

2,900 

760 

306 


847 
7,320 

140 

3,020 

25 

3,068 

1,250 

2,172 

1,901 

1,428 

1,397 

832 

488 


832 

7,780 


832 
5,707 

170 

4,809 

35 

1,649 

400 

2,584 

2,093 

1,157 

900 

296 

230 


832 


Ammunition tons. . 

Coal (except L. R.) do 

Forage do 

L. R. ballast do.... 

Miscellaneous L. R. material, 
tons 


4,670 
152 


3,692 

50 

2,610 

456 

2,352 

2,763 

1,197 

893 

604 

212 


5,548 

80 

2,356 

168 

1,934 


Miscellaneous Army tonnage, 
tons 


2,424 


Personnel tons . . 

Rations do 

Road material do 


968 
1,634 

790 
198 


Total do.... 


28,997 


27,829 


24,591 


23, 041 


22, 609 


20, 030 


20,922 



1 9-day period for Rattentout sector. 

2 Additional 2-day period in Toul sector caused by change of time for closing weekly records. 

127071—19 S 



114 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Division of light railways, transportation department, etc.— Continued. 



Week ending ' 







Jan. 11. 


Jan. 18. 


Jan. 25. 


Feb 1. 


Total. 






936 
12,640 


936 
9,570 


936 
6,500 


936 

6,870 






. .tons. . 


166, 202 


Coal (except L. R.) 

Engineer material 

L. R. ballast 

Miscellaneous L. R. material 

Miscellaneous Army tonnage 

Personnel 

Wounded personnel 

Rations 

Water 


do 


6,379 
86,555 
21,700 


do.... 
do.... 
do.... 
do.... 
do.... 
do.... 
do.... 
..do... 


7,255 
20 
2,780 
700 
4,149 
3,033 
1,920 


3,085 
24 
1,160 
631 
2,685 
3,363 
1,625 


3,680 


3,002 


1,490 
916 
3,644 
3,823 
1,300 


200 
1,130 
8,271 
1,631 
1,320 


160,360 
17,305 
76,456 
81, 146 
52,701 
69 


do.... 
do.... 
do.... 

do.... 


1,268 
190 
290 


982 
150 
328 


612 

1,380 

372 


404 

2,136 

278 


77,901 
98,857 
15,021 


Total 


-34,245 


23,603 


23,717 


25,242 


860,652 



1 9-day period for Rattentout sector. 

The 12th Engineers (L. R.) upon being relieved from duty with 
the British took over the construction, maintenance, and operation of 
light railways in the Baccarat sector in August 1918. On August 
31, 1918, this regiment, with the exception of a detachment of 1 
officer and 50 soldiers, who remained in the Baccarat sector, were 
moved to the Toul sector, where they undertook the operation of light 
railways under the first American Army. After the formation of 
the second American Army, they operated the light railway lines in 
the area occupied by that Army until relieved from duty in the mid- 
dle of February, 1919. During the St. Mihiel and Meuse-Argonne 
offensive many additional troops were required for light railway 
work, these troops including several service battalions and pioneer 
Infantry regiments. 

The following 60-centimeter equipment was captured from the 
Germans during the operations at St. Mihiel and the Meuse-Argonne : 
Thirty-three steam locomotives, 50 gasoline locomotives, 358 gondola 
and flat cars, 10 tank cars, 15 box cars, 2 speedeos, and several hospi- 
tal cars. 

TONNAGE HAULED. 

Up to February 1, 1919, American-operated light railways hauled 
860,600 tons of ammunition, forage, rations, water, construction ma- 
terials, and personnel, representing a ton-mileage of 8,106,700, includ- 
ing the empty haulage. The tonnage alone represents more than 
280,000 loads for a 3-ton motor truck. 

The largest number of American light railway troops engaged at 
one time, 13,650, was between September 15 and November 9, 1918. 
The net tonnage handled by light railways operated by American 
forces amounted to more than 8,100 tons per day in October, 1918. 



MILITARY ENGINEERING. 



115 



To handle this tonnage there were available in the various operating 
districts 101 steam locomotives, 61 gas locomotives, and 1,695 cars, 
20 feet long. The personnel engaged on this work numbered 55 
officers and 2,585 men, operating 703 kilometers of main line and 
sidings. During one week in September, 10,600 tons of ammunition 
were handled. In one week of November, 10,700 tons of rations were 
transported. During various weeks it was not unusual for light rail- 
ways to carry more than 3,100 tons of personnel and 1,800 tons of 
water. 

A number of heavy troop movements were carried out by light, 
railways. For example, during the relief of the 82d Division by the 




(21-S8) TYPES OF STEAM AND GASOLINE LIGHT RAILWAY TRACTORS AT TEM- 
PORARY YARDS BETWEEN BACCARAT AND AZORAILLES. AUGUST 15, 1918. 

89th Division on the nights of August 1 to 9, inclusive, 23,155 men 
were shipped ; in this relief 6,175 men were moved by light railway 
on the night of August 8 alone. Light railways were called upon 
for much long-haul traffic on account of delays on standard gauge 
lines. 

For a period of two days, November 5 and 6, Company F of the 
14th Engineers (L. R.), stationed at Rattentout, with some assistance 
from Company E, 11th Engineers, completely rationed the 33d, 35th, 
and 81st Divisions, or approximately 75,000 men. With 14 steam en- 
gines and 2 tractors, they handled in one day 120 cars or 600 tons of 
rations in addition to part of their ordinary traffic, which averaged 



116 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

at that time 700 tons per day. The average haul on these ration trains 
was 18 kilometers, some of them going as far as Hattenchatel, others 
to Belrupt. Ninety per cent of this business was handled by " F " 
Company ; about 10 per cent of the cars being handled to final desti- 
nation by " E " Company at Mooseneck. The light railway thus re- 
lieved the roads of approximately 250 round trips of 36 kilometers 
by motor truck, or 9,000 truck-kilometers of traffic. 

American light railways, contrary to the British and French prac- 
tice, lengthened the usual haul of freight in certain cases far beyond 
anything previously considered practicable. The average haul for 
the entire American light railway operations was 15.3 kilometers, 
which was probably 30 per cent greater than either the British or 
the French. In the Toul sector there were regular movements from 
railhead to battery or company of 48 kilometers for ammunition, 55 
kilometers for rations and water, and 43 kilometers for personnel. 

Deliveries from the light railway central shops at Abainville dur- 
ing the Meuse-Argonne offensive developed the most extraordinary 
of all light railway movements on American lines, the longest on 
record being from Abainville to Grand Pre, a distance of 175 kilo- 
meters. This was executed several times. In one day during the 
Meuse-Argonne offensive nine trains of material were sent from 
Abainville to Dombasle, a distance of 140 kilometers. 

On November 10, 1918, the light railway organization for the 
American Armies was operating 623 kilometers of main-line track 
with a personnel on operation of 57 officers and 3,557 men behind a 
front of 92 kilometers, equivalent to 5.8 men and officers per kilo- 
meter of main line track operated. After the armistice the light rail- 
ways proved useful not only for supply but also for salvage. 

REFERENCE DATA, LIGHT RAILWAYS. 

Appendix number 
or file reference. 

Report, director of light railways Appendix No. 16 

Monthly reports and histories: 

12th Engineers Appendix No. R-12 

14th Engineers" Appendix No. R-14 

21st Engineers Appendix No. R-21 

22d Engineers Appendix No. R-22 

Report, chief engineer, First Army Appendix No. A-l 

Report, chief engineer, Second Army Appendix No. A-2 

Road and Quarry Services, under Division Light Railways and 

Roads. 

The original plans for road work in France contemplated a gen- 
eral roads and quarry service, under tfte director general of trans- 



MILITARY ENGINEERING. 117 

portation, charged with the construction, repair, and maintenance 
of all roads used by the American Expeditionary Forces, and with 
the supply of metal to roads and of railway ballast to American- 
operated railways. Up to the transfer of this service to the service 
of utilities in March, 1918, but little had been accomplished, due 
mainly to lack of men and material. Not only was this unification 
of the highway and quarry activities not carried out, but practically 
all the road work was executed by organizations not reporting 
directly to the chief of the road and quarry service, such as the 
division of construction and forestry and the armies. 

The original project for personnel, as stated in a letter of July 10, 
1917, from the chief engineer, American Expeditionary Forces, to 
the Chief of Engineers, Washington, D. C, was based on a com- 
batant army of 500,000 men, plus auxiliary and line of communica- 
tion troops. This plan called for 3,000 skilled road workers, 6,000 
laborers, and 1,500 wagoners for the road service. For the quarry 
service the plan contemplated 1,500 skilled quarrymen and stone 
handlers and 3,000 laborers. The total requested, therefore, equaled 
3 per cent of the assumed combatant forces. 

Prior to November 11, 1918, there had actually arrived in France 
the following organizations : 

KOADS. 

23d Engineers, consisting of 4 battalions engineers, of 3 companies each ; 

10 truck companies, of 31 trucks each ; 5 wagon companies, of 61 wagons 

each. 
532d Engineers, service battalion of 4 companies. 
533d Engineers, service battalion of 4 companies. 
539th Engineers, service battalion of 4 companies. 
541st Engineers, service battalion of 4 companies. 
542d Engineers, service battalion of 4 companies. 
545th Engineers, service battalion of 4 companies. 

QUARRIES. 

r 

28th Engineers, consisting of 2 battalions of 3 companies each. 
524th Engineers, service battalion. 
535th Engineers, service battalion. 
543d Engineers, service battalion. 

To carry on the vast amount of road work required in the Army 
areas the services of many other organizations, not specially designed 
for road work, had to be obtained. During the early part of No- 
vember, 1918, for example, when the First and Second Armies were in 
action in the Meuse-Argonne offensive the number of men employed 



118 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



on road work, with the organizations which in whole or in part 
tributed, were as follows: 



con- 



MUST ARMY AREA. 

23d Engineers 2,977 

28th Engineers 477 

527th Engineers 850 

537th Engineers 803 

r.44rh* Engineers 800 

545th Engineers 725 

546th Engineers 576 

603d Engineers 240 

54th Pioneer Infantry 2,955 

805th Pioneer Infantry. 2,508 

807th Pioneer Infantry. 480 

815th Pioneer Infantry 2,955 



Total men 16,346 



SECOND ARMY AREA. 

23d Engineers 1,008 

28th Engineers 456 

505th Engineers 675 

508th Engineers 201 

524th Engineers 695 

530th Engineers 401 

59th Pioneer Infantry 348 

803d Pioneer Infantry 147 

804th Pioneer Infantry 2,062 

806th Pioneer Infantry 1,373 

813th Pioneer Infantry 2,384 

Prisoners of war, etc 830 



Total men 10,580 



In the advance section, Service of Supply, there were employed at 
the same time 1,334 road troops. The total employed on road work 
on and near the front in November, therefore, amounted to 28,260 
men, equal to about 4 per cent of the combatant troops then engaged 
along that front. 

Work in Army areas. — The general type of work accomplished in 
Army areas may be briefly summarized as follows : 

During September the First Army area came into existence and, 
in connection with the St. Mihiel offensive, new road construction in- 
cluded the Sorcy railhead road, Cumejie dumps, Sorcy warehouse- 
canal road, Griscourt road, Griscourt Bridge, cutoff northeast of 
Griscourt, Griscourt- Villers en Heye road, Belleville railhead, 
Andilly ammunition dumps, Ferine Boyer dump, Toul-Void road, 
and Gudeneau dump. Resurfacing work was carried on over various 
projects, as well as widening. Maintenance work was also very ex- 
tensive. Road troops were largely occupied in maintaining and re- 
pairing existing roads and building temporary roads in the former 
no man's land and in the captured territory. 

During October the area occupied by the First Army was to the 
west of Verdun, and new road construction included the Froides 
Hospital road, Varennes railhead roads, Souilly Evacuation Hospital 
roads, Neuilly Ammunition Park, Dombasle ammunition dump, Mo- 
bile Hospital No. 1, Fromerville road, Auzeville railhead, Glermont 
railhead, Aubreville railhead, and Neuvilly Artillery Park. The 
Neuvilly-Varennes road was widened. One hundred and seven kilo- 
meters of roads were maintained during the month in the area. 

In the area occupied by the Second Army during the month new 
road work was carried on at Trondes ammunition dump, Ferme 
Boyer railhead, Marbache ammunition dump, Belleville Motor Park, 
Bois de la Cote ammunition dump, Eta'ng Neuf ammunition dump, 
Bernecourt railhead, Nerouves-Pagney road, Villey-St. Etienne 






MILITARY ENGINEERING. 



119 




(723-U8) ROAD REPAIR WORK AT GERARD SAS BY 23D ENGINEERS. 
JUNE 6, 1918. 







</s> 






(1958^J8) ROCK CRUSHERS, ELEVATING CONVEYORS, AND STORAGE BIN AT 
QUARRY NEAR ABAINVILLE. OPERATED BY 21ST ENGINEERS. 



120 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



dump. Resurfacing- amounted to 30,800 square meters; widening 
20,500 square meters ; 59 kilometers of roads were maintained during 
the month. 

During November, in the First Army area, new construction in- 
cluded the Varennes railhead, Beeman dump, Souilly railhead; 
widening of roads amounted to 37,198 square meters, and maintenance 
and patching work was carried on over 438 kilometers of roads. 

In the Second Army area new construction included the Etang 
Neuf dump road, Bernecourt railhead, Villey-St. Etienne dump, 
salvage dump railhead at Toul, Trondes hand-grenade road, Bois 
de la Cote en Heye road, Mobile Hospital No. 35 road, road to 
Mobile Hospital No. 39, meter gauge railhead at Toul, and Woinville 
railhead. Resurfacing work amounted to 16,228 square meters, 
widening 8,534 square meters, and estimated total maintenance 96 
kilometers. 

December operations, covering the period December 1 to December 
15, in the former First Army area included the widening of various 
roads and maintenance work on 255 kilometers of roads. 

In the Second Army area new road construction was continued at 
meter gauge railhead, Toul, and on the Woinville- Vigneulles road. 

In the table following the work actually accomplished during 
November, 1918, by road troops in the two Army areas and in the 
advance section, S. O. S., is briefly summarized. It should be noted 
that those given for the First Army represent work which was en- 
tirely completed. In the case of the Second Army and of the ad- 
vance section, S. O. S., the construction, resurfacing, and widening 
were in all stages of completion at the end of November. 

Road work during November, 1918. 



Item. 



First 
Army. 



Second 
Army. 



Advance 
section. 



Total. 



New construction square meters. . 

Kesurfacing do 

Widening do 

Maintenance kilometers. . 

Stone and gravel cubic meters. . 



4,825 



37, 198 

438.3 
21,323 



3", 942 
24,242 
48,202 

96.6 
16,297 



1,650 
87,199 

4,000 
115,832 
14,759 



42,417 
111,441 
89,400 



52,379 



1 Square meters. 

Operation of quarries. — The first and largest quarry to be operated 
by the division of light railways and roads was located at Rupt-sur- 
Marne (Haute-Marne). It was opened on April 15, 1918, two crush- 
ers being installed. Shipments were commenced September 9, 1918, 
the capacity of the plant being 300 tons of rock per day of 10 hours. 
More than 10,000 cubic yards of crushed stone were delivered prior 
to December 17, 1918. A second but less important quarry was 
operated at Les Rapailles, near Neufchateau (Vosges). 



MILITARY ENGINEERING. 121 

The total stone quarried for road purposes from the numerous 
quarries opened in advance section and Army areas is as follows, by 
months : 

Total output blocks and macadam. 

Cubic meters. 

February and March. 1918 5,251 

April, 1918 8,707 

May, 1918 13,000 

June, 1918 14,210 

July, 1918 17, 075 

August, 1918 20,547 

September, 1918 29,660 

October, 1918 33,150 

November, 1918 48,640 

Dec. 1-13, 1918 3,524 

Total !___ 193, 764 

Road work other than that done by the Armies was all done under 
the supervision of the division of construction and forestry, and 
prior to the armistice was limited virtually to that necessary in con- 
nection with its numerous large construction projects, men, mate- 
rial, and equipment being generally lacking for more extensive work 
of road construction and maintenance. The necessary stone was 
quarried either by the labor of United States troops or was pur- 
chased from near-by privately owned quarries. 

The result of this enforced limitation of road activity was the 
progressive deterioation of many roads used by the American Expedi- 
tionary Forces, and as a result it became necessary to enter upon a 
more extensive program of road maintenance and reconstruction, as 
described under the section of this report dealing with the operations 
of the division of construction and forestry. 



REFERENCE DATA, ROADS AND QUARRIES. 



Appendix number 
or file reference. 



Report, director of light railways and roads (roads section). Appendix No. 17 

History 23d Engineers Appendix No. R-23 

Chief engineer, First Army, report Appendix No. A-l 

Chief engineer, Second Army, report Appendix No. A-2 

Chief engineer, Third Army, report Appendix No. A-3 

Engineer Research. 

Upon the cessation of hostilities an engineer research party was 
organized to study the engineering features of allied and enemy ac- 
tivities on the western front. The defense lines had not then been dis- 
turbed or abandoned, the personnel was available at headquarters, 
Second Army, at Toul, with the addition of selected officers for 
special studies, and it became only a question of securing transporta- 



122 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

tion and supplies to preserve for future reference and study data 
relating to the western front at the close of operations. 

Battle maps were secured covering the entire front, aerial photo- 
graphs obtained to show the defenses and effects of artillery registra- 
tion as plotted from the battle maps, and a force of photographers 
took pictures of the positions. Shelters, trenches, gun emplacements, 
with their relative advantages of siting and location were studied; 
samples of clothing, equipment, and engineer appliances were gath- 
ered and exhibits of value for engineer research were collected for 
shipment to the Chief of Engineers in Washington. 

The research party was in charge of Col. J. G. B. Lampert, then 
assistant to chief engineer, Second Army, and consisted of 10 officers, 
selected for their knowledge and ability to report on military en- 
gineering, shelters, organization of the ground, roads, bridges, and 
light railways. Headquarters of the party was at Toul, where the 
data were compiled in the office of the chief engineer, Second Army. 

The report of the engineer research party was submitted April 15, 
1919, and covered the following subjects : Organzation of the ground ; 
military bridges ; dugouts and concrete shelters ; German tank mines ; 
mine warfare; standard-gauge railroads; roads. It is believed that 
the report forms a record of the important military engineering 
features of the western front and will be valuable in the study of 
the war. 

REFERENCE DATA. ENGINEER RESEARCH. 

Appendix number 
Reports on — or file reference. 

Engineer research Appendix No. 18-24 

Organization of ground Appendix No. 18 

Military bridges Appendix No. 19 

Dugouts and cement shelters Appendix No. 20 

German tank mines Appendix No. 21 

Mine warfare Appendix No. 22 

Standard gauge railroads Appendix No. 23 

Roads -' Appendix No. 24 

BOARD OF MILITARY ENGINEERING. 

The board on military engineering at general headquarters was 
organized pursuant to Special Orders, No. 75, paragraph 61, General 
Headquarters, March 16, 1918. It was to consist of five members, 
three of whom were to be officers designated by the chief engineer, 
American Expeditionary Forces ; one to be a member of the general 
staff (G-5) ; and one to be ex officio, the commandant, Army Engi- 
neer School. 

As constituted, the board consisted of the following officers, of 
whom Col. Youngberg, Lieut. Col. Wijby, and Maj. Lampert were 
designated by the chief engineer, American Expeditionary Forces, 
while Col. Bond was commandant. Army Engineer School; Col. 



MILITARY ENGINEERING. 123 

G. A. Youngberg, Engineers, United States Army ; Col. P. S. Bond, 
Engineers, United States Army ; Lieut. Col. F. B. Wilby, Engineers, 
United States Army; Lieut. Col. L. H. Watkins, Engineers, General 
Staff; Maj. J. G. B. Lampert, Engineers, United States Army. 

In the order constituting the board its duties were specified as 
being "to consider and report upon such matters concerning the 
organization, equipment, and training of engineer troops and such 
other matters of a technical military engineering nature as may be 
referred to it by general headquarters or directly by the chief 
engineer." 

Numerous projects were brought before the board in the course 
of its meetings, covering questions of organization and equipment, 
reorganization of the engineer regiment and train, issue of auto- 
matic rifles to sapper regiments, ammunition wagons for engineer 
regiments, transportation for water-supply troops, transportation 
for service battalions, caterpillar tractors for pontoon trains, motor 
transportation for engineer troops, and other subjects of a military 
engineering nature. These projects were carefully considered by 
the board and recommendations were submitted in every case. 

The board was further asked to pass upon and test technical ap- 
pliances for field engineering, designs of all types of bridges, the 
relative merits of concrete and armored emplacements for automatic 
weapons, the value of tunneling and excavating machines. It rec- 
ommended the adoption of articles of special equipment to fill condi- 
tions developing in field operations and to meet all phases of field 
engineering. The work of the board proved of much value. 

The principal form of publication of the board on military engi- 
neering was known as " Engineer Field Notes," designed to bring 
up to date and keep continuously fresh the information on field 
practice in military engineering, the idea being to present clear and 
concise information leading to standardization of both design and 
material. This standardization would permit supplying the engi- 
neer dumps with material for prompt and uniform delivery, and 
also enable all officers to understand the type of field fortifications 
and bridges they would be called upon to construct. As methods and 
conditions changed new notes were issued to cover the latest and 
best information on each subject. 

Much of the data for the " Engineer Field Notes " was gathered 
and compiled in the field works section by Maj. F. W. Herman and 
Capt. J. D. Irving, and later Maj. D. L. Weart and Capt, R. E. 
Tremoureux, who supervised its publication and issue to Engineer 
schools and organizations under the supervision of the Engineer 
intelligence division. This involved a study of allied and enemy 
structures and methods from publications, from operation notes 



124 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

issued from French and British general headquarters, and from 
inspection and observation tours of the front. 

Each of the notes was edited by Lieut. Col. F. B. Wilby, officer in 
charge, Engineer intelligence division, and if it pertained to some 
special engineer service, it was submitted to that department for 
criticism and correction. Advance copies, with blue prints of ail draw- 
ings, were forwarded to each member of the board for study prior to 
a meeting of the board, at which time the paper would either be ap- 
proved or returned with such recommendations as were deemed ad- 
visable. These corrections and suggestions were incorporated into 
the paper before it was finally approved, and it was then forwarded 
to the chief engineer for his action. 

Notes which concerned engineer operations in mobile warfare, or 
engineer organizations, were submitted to the commander in chief 
for approval after action by the chief engineer. This was done by 
order of the general staff to coordinate more closely the work of the 
Engineer Department with operations, with new field conditions and 
with the policy of general headquarters. 

The series of Engineer Field Notes published prior to the close of 
hostilities was as follows ; 

1. Instructions for Preparation of Engineer Drawings. 

2. Trench Profiles. 

3. Standard "A" Frames. 

4. Pile and Trestle Bents. 

5. Maintenance of Highway Bridges. 

6. Road Spaces and War Strength of Units. 

7. Approaches and Abutments of Military Bridges. 

8. Simple Stringer Bridges. 

9. Cement. 

10. Piers. 

11. Reinforced Wooden Beams. 

12. Trench Drainage. 

13. The Organization of the Ground for the Defense. 

14. Military Roads in Forward Areas. 

15. Standard Entrances for Cave Shelters. 

16. Sectional Wooden Shelter. 

17. Equipment of Engineer Train. 

18. Metric Units and Equivalents. 

19. Trench Traces. 

20. Overhead Cover for Dugouts. 

21. Engineer Equipment of a Sapper Regiment. 

23. Camouflage. 

24. Trench Construction. 

25. Divisional Engineers in Mobile Warfare. 

26. Defense of Approach Trenches. 

27. Underground Water and its Relation to Field Works. 

28. Revetment. 

29. Locations by Map Coordinates. 

30. Standard Materials for Cave Shelter Construction. 



MILITARY ENGINEERING. 125 

31. Principles of Shelter Construction. 

32. Trench Accessories. 

33. Emplacement for Automatic Weapons. 

34. Gas Protection for Dugouts. 

35. Wire Entanglement Drills. 

37. Principles of Light Railway Construction. 

38. Obstacles Against Tanks. 

39. Load Tables of Front Line Engineer Material. 
42. The Octagonal Trace of Trenches. 

44. Duties and Relations of Engineers. 

45. Portable Artillery Bridges. 

46. Canvas Type Portable Foot Bridge. 

47. Bills of Material for Shelter Construction. 

48. Weights and Dimensions of Railroad Artillery, Tanks, Field Artillery, 

Escort Wagon, and Motor Trucks. 
52. Bill of Material for Standard Trestle Bridges. 

REFERENCE DATA, BOARD OF MILITARY ENGINEERING. 

Appendix number 
or file reference. 

Report, assistant chief engineer, general headquarters Appendix No. 7 

Engineer field notes Appendix No. 25 

Geologic Investigations. 

Geologic investigations were carried out in the course of American 
Expeditionary Forces' operations by several different agencies, all 
pertaining to the Corps of Engineers. 

Early in 1917 American officers examining the work done by the 
British on the western front had strongly urged the value of special 
geologic investigations by the American Expeditionary Forces to 
facilitate the development of mining methods and of water supplies. 

In accordance with these recommendations, a geologic section, 
under the chief engineer, American Expeditionary Forces, was ulti- 
mately organized. In the course of its work, which late in 1918 was 
carried out by six geologic officers, this section prepared geologic 
maps of the American front, designed for general use, for water- 
supply service and for special tank service. These maps were pre- 
pared from study of published French data and from original field 
work, and were reproduced by a plant handled by a detachment in 
the 29th Engineers. It is believed that their use gave results of 
immediate practical importance, as connected with the siting of field 
defenses, the areas within which underground water supplies could 
be reasonably expected, and the territory which would be either easy 
or difficult for tank operations at various seasons of the year. 

But even earlier in date than the inauguration of the special 
geologic section, an engineer officer not connected with the section 
had been ordered to examine and report on the many hospital, depot, 
and camp sites suggested along the line of communication, with 



126 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

special reference to the immediate development of underground 
water supplies. This work was carried out promptly and success- 
fully, as is particularly evidenced by the group of deep wells at 
Bassens and Beau Desert, in the Bordeaux region. These wells 
averaged a flow of over 500 gallons per minute, and in each case the 
water-bearing horizon was encountered by the drill within a few 
feet of the depth at which the reporting engineer officer had placed 
its probable location. 

Further investigations, geological in their scope, were carried out 
by different engineer officers, including reports on the sand and 
gravel deposits of various parts of France and on the available road- 
metal supplies of various areas. 

The net result of the geologic work accomplished for the American 
Expeditionary Forces was satisfactory, aiding materially in the 
effectiveness of engineer operations and suggesting the advisability 
of a special development of this line of work in future campaigns. 
In considering such future development, it should be borne in mind 
that the geologic work carried out in France took two quite widely 
different directions. The work carried on by the geologic section, 
general headquarters, took largely the form of compiling and present- 
ing information on which staff action could be planned, and as such 
it was closely allied to the intelligence section of the General Staff. 
On the other hand, the work earlier carried out in service of supply 
areas was devoted to actual and immediate development of under- 
ground water and other mineral resources, and therefore related to 
engineer and economic questions. These two different types of ac- 
tivity are likely to be repeated in any future campaign, and the fact 
that such divergence exists must be borne in mind in planning the 
scope and organization of future Army geologic work. 

The general subject having been outlined, it will now be possible 
to discuss each of the activities separately. 

THE GEOLOGIC SECTION, GENERAL HEADQUARTERS. 

The question of taking up geologic work in the American Expedi- 
tionary Forces was first discussed in reports by Gen. S. A. Cheney 
and Col. Ernest Graves, who had, early in 1917, studied the various 
engineering operations carried out by the British on the western 
front. In the course of these studies it developed that geologic super- 
vision was systematically exercised over two entirely distinct lines 
of activity — military mining and underground water supply. The 
results attained by the British under this system were so satisfac- 
tory that in their final reports both of'-these officers recommended 
that a similar system of geologic control be adopted for the Ameri- 
can Expeditionary Forces organization. 



MILITARY ENGINEERING. 127 

Geologic section, American Expeditionary Forces. — As a result 
)f these recommendations, Maj. A. H. Brooks was given the task 
of organizing geologic work in the American Expeditionary Forces, 
md selected Capt. E. C. Eckel as his assistant. These two officers 
•eported to the chief engineer, American Expeditionary Forces, at 
general headquarters, early in September, 1917, but no definite plans 
for immediate geologic work were then existant. As a result, both 
officers were assigned to the division of front-line engineering. Capt. 
Eckel was thereafter employed on purely engineer work, and did not 
become a member of the geologic section when that was finally con- 
stituted. 

Maj. Brooks continued on preparatory geologic work at general 
headquarters, and in November, 1917, Capt. (now Maj.) M. F. La 
Croix was assigned to his office. In April, 1918, authority was ob- 
tained for the temporary employment of an additional officer (Lieut. 
T. M. Smithers). This personnel was carried until August, 1918, 
when the force was increased to six geologic officers at general head- 
quarters. Meanwhile, in July, 1918, a definite plan had been adopted 
placing technical supervision of all the geologic work carried on by 
the American Expeditionary Forces in charge of Maj. Brooks, as 
chief geologist, American Expeditionary Forces. Up to that time 
the most important geologic work carried on — the handling of under- 
ground water supplies in service of supply areas — had been entirely 
distinct from the general headquarters activities. 

Work of the geologic section. — Col. Brooks has summarized the 
work of the geologic section under his control as follows : 

The work of the section was chiefly devoted to the collection and 
preservation of geologic and other data relating to (1) field works, 
(2) water supply, (3) road metal. Of these the first two received 
the most attention. 

The results accomplished relating to field fortification included the 
description of the French defenses of the Vosges and Lorraine sec- 
tors. Also the preparation of eight geologic engineering maps cover- 
ing an area aggregating 7,830 square kilometers. Eleven reports 
were prepared dealing with field fortifications. 

The water-supply work included 18 general reports and maps, 
showing the water supply of a total area of 14,939 square kilometers. 
Also 14 detailed reports describing the underground water resources 
of special localities. Eight maps were issued showing distribution 
of road metal over an area aggregating 6,473 square kilometers. A 
number of miscellaneous reports dealing with mineral resources, etc., 
were also prepared. The geologic section prepared in all some 48 
reports and 31 maps. 

The reports and maps issued, in printed or manuscript form, by 
the geologic section, general headquarters, all of which were sub- 



128 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

mitted at general headquarters, are in the files of the General Staff 
at general headquarters, as well as in those of the chief engineer, 
American Expeditionary Forces. 

EARLY GEOLOGIC INVESTIGATIONS, SERVICE OF SUPPLY. 

In following out the history of the work of the geologic section, 
general headquarters, which was the chief agencj^ for geologic in- 
vestigations, it has been necessary to postpone discussion of certain 
important pieces of work undertaken earlier and under entirely dif- 
ferent auspices. These will now be briefly discussed. 

It has been noted that one of the officers originally intended for 
the geologic section never joined it, but was assigned to other de- 
partments. From September 15, 1917, to February 28, 1918, Capt. 
E. C. Eckel was engaged almost continuously on various phases of 
mining and engineering geology, but in all these cases reported, not 
through the geological section, but directly to other authorities. Dur- 
ing this period he prepared a number of reports, covering a wide 
variety of subjects, but, with the exception of a few early ones rela- 
tive to mining-school work, along two main lines. One of them, by 
far the more important, was the question of underground water sup- 
plies. The second, which was related in origin, was in connection 
with sand and gravel supplies both for filter and for concrete use. 

Early in 1918 most of the water supplies planned for hospitals, 
depots, etc., had been provided for, and Capt. Eckel was released for 
service elsewhere. When the geologic section, general headquarters, 
was finally put in working order, the supervising authority of the 
chief geologist, American Expeditionary Forces, was extended over 
Service of Supply areas, and all later work on underground water 
supplies in those areas is covered by his reports. Five of these re- 
ports were filed with the acting chief engineer at general headquar- 
ters. Most of the remaining IT are in the files of the water-supply 
section, Service of Supply. 

Underground water development, Service of Supply. — The most 
important underground water-supply work in the Service of Supply 
was that relating to the Bordeaux region. Here there were to be at 
various points large camps, hospitals, and depots. The city supply 
was barely sufficient to cover the needs of the civil population and 
could not readily be increased, so that all the American requirements 
had to be taken care of separately. 

The solution was, in general, that of deep wells. In the report of 
November 20, 1917, it was pointed out that (a) for Bassens large flow- 
ing wells should be struck at depth of 20\5 to 300 meters; that (b) for 
Beau Desert ample supplies should be obtained from a shallower water 
horizon at 35 to 50 meters, but that the deeper Bassens water horizon 



MILITARY ENGINEERING. 



129 



could also be struck here at greater depth ; and that (c) for Souge the 
same relatively shallow horizon predicted for Beau Desert should 
also be found water bearing. 

Work along these lines commenced immediately by a well-drilling 
section, under command of Lieut. Whitman. The first well at Bas- 




(325-S8) ONE OFTHE ARTESIAN WELLS IN THE BORDEAUX 
DISTRICT AS RESULT OF GEOLOGIC INVESTIGATIONS. 

sens was started December 13, 1917, and finished January 10, 1918. 
At 703 feet depth it struck an artesian flow, rising to 40 feet above the 
mouth of the well and flowing 550 gallons per minute. A second 
Bassens well, drilled later, gave 578 gallons per minute at 681 feet. 
The Beau Desert hospital requirements were filled next. One well 
127071—19 9 



130 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

sunk to develop the deep-level horizon struck water at about 1,500 
feet and yielded 500 gallons per minute. A group of four wells 
drilled down to the shallow-water horizon struck water at depths 
ranging from 85 to 130 feet and ranged in yield from 150 to 250 gal- 
lons per minute. Finally a well drilled at Souge to develop the same 
horizon struck it at 200 feet, yielding 100 gallons per minute. 

The aggregate yield of this series of wells in the Bordeaux region 
is close to 4,000,000 gallons per day. All of the waters were, on test, 
found to be pure. The entire result checked very closely with the 
predicted results and furnished perhaps the best example of the 
immediately practical results of geologic investigations. 

For the hospital at Bazoilles similar studies had been made and 
the water supply necessary was finally obtained from wells drilled 
down to the relatively shallow water horizon that had been selected. 
At various other points in France similar work but of less elaborate 
character was done. 

Of course, there were a great many areas where no attempt was 
made to secure an underground water supply, because the prelimi- 
nary studies indicated that in these areas underground water could 
not be counted on. 

Sand and gravel supplies. — A second line of investigation related to 
the sand and gravel supplies of France. The necessity for this was 
twofold. There was, first of all, a steady demand for a relatively 
small quantity of carefully graded sand and gravel suitable for rapid- 
sand filters. Second, there was the necessity at many points for 
securing good sands and gravels for concrete. 

Study of a number of possible sand-producing localities led to the 
selection of the river sand deposits in the Cher, at Vierzon Forge, as 
being best adapted for filter sand. The large deposits in the Moselle 
near Nancy were pointetd out as being good sources of concrete sand 
and gravel supply for front-line work. These various investigations 
relative to sand and gravel are covered in several of the reports noted 
above. In addition to field work on the deposits it was incidentally 
necessary to plan and prepare screens so that the proper sizes for the 
filters could be readily produced. 

REFERENCES. 

For the purposes of further detailed study the various printed and 
manuscript reports, maps, and other publications relating to geologic 
work by American Expeditionary Forces engineers are listed below. 
They are divided into two groups, according as the reports were 
made by the geologic section, general headquarters, or by other 
investigators. 

Reports and maps issued, geologic section, general headquarters. — 
The following reports, maps, etc., were issued either in printed or 



MILITARY ENGINEERING. 



131 



manuscript form by the geologic section, general headquarters. 
Copies of these reports are in the files of the general staff, as well 
as of the chief engineer, American Expeditionary Forces : 

Mining Troops of the British Expeditionary Forces. 

Notes on British Mining Practice. 

Notes on British Mining Schools. 

Notes on Engineering Reconnaissance on French Front from Belfort 

to St. Mihiel. 
Geology and Topography as Affecting Military Engineering, Nomeny- 

St. Mihiel Sector. 
Mine Rescue Apparatus. 
Notes on Cover for Shelters. 
Underground Water and Its Relations to Field Works (Engineer Field 

Notes No. 27). 
Notes on Shelters for Infantry. 
Geology and Topography as Affecting Military Engineering of German 

Position, St. Mihiel-Pont-a-Musson Sector. 
The German Defenses of the Lorraine Front. 

Geologic engineering maps. 



Name of map. 


Scale. 


Area 

(square 

kilometers) . 




1-50,000 
1-50,000 
1-50,000 
1-50,000 
1-50,000 
1-50,000 
1-50,000 
1-50,000 


890 




890 




1,010 




1,330 




660 


St. Mihiel 


880' 




970 




340i 







1 Maps not issued. 
GENERAL WATER-SUPPLY REPORTS. 

Notes on Water Supply, Nomeny-Pont-a-Mousson-St. Mihiel Sector. 
Notes on Underground Water Supply, St. Die-St. Mihiel Sector. 
Note on Deep-Water Bearing Horizon in southeastern part of Commercy 
Quadrangle. 

Hydro-Geologic Map of French front from Commercy to Thann, 1 : 320,000. 

Area, square 
kilometers. 

Water Supply Map of Nancy, 1 : 80,000 2, 633 

Water Supply Map of Commercy, 1 : 80,000 2, 633 

* Water Supply of Commercy Quadrangle with map, scale 1 : 80,000 2, 633 

* Water Supply of Metz, Southwest Quadrangle with map, scale 1 : 50,000_ 640 

* Water Supply of Metz, Southeast Quadrangle with map, scale 1 : 50,000_ 640 

* Water Supply of Metz, Northwest Quadrangle with map, scale 1 : 50,000- 640 

* Water Supply of Metz, Northeast Quadrangle with map, scale 1 : 50,000_ 640 

* Water Supply of Verdun, Northeast Quadrangle with map, scale 

1 : 50,000 640 

* Water Supply of Verdun, Northwest Quadrangle with map, scale, 

1 : 50,000 640 

* Water Supply of Mezieres, Southwest Quadrangle with map, scale 

1 : 50,000 640 



132 HISTORICAL REPOET CHIEF ENGINEER A. E. F. 



Area, square 
kilometers. ■ 



Water Supply Mezieres, Southeast Quadrangle with map, scale 

1 : 50,000 640 

* Water Supply Lineville, Northeast Quadrangle with map, scale 

1 : 50,000 640 

Water Supply Sarrebourg, Southwest Quadrangle with map, scale 

1 : 50,000 ^ 640 

Water Supply Sarrebourg, Northwest Quadrangle with map, scale 

1 : 50,000 1 640 

* Water Supply of and Geological Notes on the Rhein Valley. 

SPECIAL WATER-SUPPLY REPORTS. 

Memorandum on the Joncherry Deep-water Supply. 

Sources of Water Supply near Bazoilles. 

Memorandum on Improvement of Water Supply at Bazoilles Hospital. 

Memorandum on Water Supply conditions at Liffol-le-Grand. 

Water Supply for Hospital at Beau Desert. 

Water Supply for Air Service Camp near Orly. 

Water Supply for Hospital Site near Beaune. 

Water Supply for Hospital Site near Mesves. 

Water Supply for Motor Transport Repair Shops near Circey la Tour. 

Water Supply for Proposed Training Depot near St. Aignon. 

Water Supply for Hospital Site near Mars. 

Water Supply for the Anglo-American Tank Factory at Neuvy-Pailloux. 

Water Supply of Proposed A. E. F. Tank Training Camp between Neuvy- 
Pailloux and Chateauroux. 

Report on Underground Water Supply along Mountain Division of P. & O. 
Railroad. 

LIST OF MAPS SHOWING DISTRIBUTION OF ROAD METAL. 

Area, square 
kilometers. 

Road Metal Map, Commercy Quadrangle, 1 : 80,000 2, 633 

Road Metal Map, Verdon Northeast Quadrangle, 1 : 50,000 640 

Road Metal Map, Verdun Southeast Quadrangle, 1 :50,000 640 

Road Metal Map, Metz Northwest Quadrangle, 1: 50,000 640 

Road Metal Map, Cheminot Quadrangle, 1:50,000 640 

Road Metal Map, Montsec Quadrangle, 1 : 50,000 640 

Road Metal Map, Briey-Longwy Iron District, 1:50,000 640 

Map of France showing distribution of rocks adapted to Road Metal; Scale, 

1 : 2,500,000. 
Memorandum on Road Metal in Luxemburg and in the Coblenz Zone of Occu- 
pation of the Rhine Province. 

MISCELLANEOUS REPORTS. 

Notes on Mining Industry of Northern France, Western Germany and Belgium. 

Notes on Potash Deposits in Alsace. 

Note on Sand and Gravel Deposits of Liverdun. 

Note on Sand and Gravel Deposits in the Toul-Nancy Region. 

* Indicates reports printed. 









MILITARY ENGINEERING. 133 

Report on the Geologic Work of British Army with notes on the use of Geology 

by the French and German Armies. 
Pians for Applying Geology to Military Purposes. 
Results accomplished and plans for Geologic Section. 

Reports and maps issued, geologic section, Service of Supply. — 
The following reports, maps, etc., were submitted by Capt. Eckel in 
manuscript form during the period before the Service of Supply 
work came under the jurisdiction of the geologic section, general 
headquarters. The originals are on file, for the greater part, in the 
files of the water-supply section, Service of Supply. Five of the 
earlier reports were filed with the acting chief engineer at general 
headquarters : 

September 20, 1917 : Water supplies for hospital at Bazoilles. 
September 21, 1917 : Scope and requirements of the mining school. 
September 27, 1917 : Water supply and other engineering conditions at possi- 
ble Army school sites. 

September 27, 1917 : Report on conference on the First Corps Mining School. 

October 13, 1917 : Program for pioneer course, first week, First Corps School. 

October 25, 1917 : Low temperature records at Chaumont. 

October 28, 1917: Souge water-supply conditions. 

November 25, 1917 : Sources of water supply near Bazoilles. 

November 12, 1917 : Plan for examination of terrain at fronts. 

November 12, 1917 : Possible Bordeaux water supply. 

November 13, 1917: Water conditions at Bourges. 

November 20, 1917 : Water conditions of the Bordeaux region. 

November 26, 1917 : The use of puzzolan cement. 

December 5, 1917 : Rainfall records at St. Nazaire, Savenay, and Nantes. 

December 10, 1917 : Probable water conditions at camp and hospital sites. 

December 16, 1917: Water conditions at Gievres. 

December 28, 1917 : Water conditions at Savenay and St. Nazaire. 

January 10, 1918: Rainfall distribution in northeast France. 

January 15, 1918: Slag supply (as road metal) in the Nancy region. 

January 20, 1918: Filter sand supplies, Moselle River region. 

January 30, 1918 : Calibration of sand screens. 

January 31, 1918 : Investigations of French sand and gravel supplies. 

Engineer Schools. 

The war in France had developed many technical specialties such 
as flash and sound ranging, map making from aerial photographs, 
camouflage, the use of searchlights in antiaircraft operations, new 
forms of field fortifications, wire entanglements, etc., with which 
the officers and men of the American forces were, for the most part, 
wholly unfamiliar. It was only through the medium of schools 
that the necessary instruction in the duties of these special services, 
as well as in sound tactical principles, could be given. Accordingly 
a comprehensive school project for the American Expeditionary 
Forces was developed. While all schools were, by general orders, 
established and directly controlled by the training section of the 
general staff, the chief engineer American Expeditionary Forces was 



134 HISTORICAL, REPORT CHIEF ENGINEER A. E. E. 

vitally concerned in the development of the engineer schools, in- 
asmuch as his was the responsibility of supplying the instructor per- 
sonnel, selecting candidates for attendance and utilizing to the best 
advantage the knowledge gained in the courses of instruction given. 

INSTRUCTION WITH BRITISH AND FRENCH. 

At the very outset, lack of experience on the part of American 
officers and men was keenly appreciated, and to supply the training 
then needed the policy was adopted of sending a certain number of 
newly arrived officers to the front on trips of inspection and study 
under the guidance of the French and British. In addition, facili- 
ties were provided whereby American officers were temporarily as- 
signed to duty with British divisional and corps engineer troops as 
well as at general headquarters. Then, too, provision was made for 
the attendance of small numbers of American Engineer officers at 
British and French schools of instruction. As early as August, 1917, 
arrangements were under way for sending details of American offi- 
cers to the Royal Engineers (British), mining courses at Chatham, 
England, and to the French sapper and pioneer schools at Chalons- 
sur-Marne. The experience thus gained could be used to great ad- 
vantage at the American Army Engineer school at Langres, for 
which plans were then being made. 

The original idea had been to create an Army school center to 
which instructors and students should be assigned. It was expected 
by the end of the first course at the Army school it would be possible 
to select from among the students those most likely to be useful as 
instructors in their turn at the various corps schools. The corps 
schools would in their turn develop instructors for divisional and 
lesser units. This far-reaching plan was set aside in consequence of 
the slow arrival during the summer and fall of 1917 of American 
troops. By the end of August the First Division was concentrated 
in an area around Gondrecourt, and it was known that it would be 
the nucleus of the First Army Corps. In place of organizing the 
Army schools first, it was therefore decided to organize the First 
Corps Schools. With one or two exceptions, the instructors at the 
First Corps Engineer School were therefore necessarily detailed 
from among the commissioned personnel of the First Regiment of 
Engineers. The further result was that the First Corps schools fur- 
nished the bulk of the instructors for the Army schools. 

CORPS AND ARMY SCHOOLS AUTHORIZED. 

In the fall of 1917 the Engineer school situation for the American 
Expeditionary Forces was crystallized in General Orders, No. 45, 
General Headquarters, October 8, 1917, authorizing the establish- 
ment on October 15, 1917, at Gondrecourt, of the First Corps center 



MILITABY ENGINEEKING. 135 

of instruction, including an Engineer school under the directorship 
of Maj. H. C. Fiske, 1st Engineers. The order provided that the 
First Corps center of instruction would be conducted under the 
supervision of general headquarters. The commanding general of 
the first division, however, was charged with the duty of furnishing 
troops, as required by the several schools, for demonstration, fatigue, 
construction, and general service. Two days later there were au- 
thorized by the provisions of General Orders, No. 46, General Head- 
quarters, October 10, 1917, the Army Engineer School and the 
Army Gas School, Lieut. Col. Gustave H. Lukesh, Corps of Engi- 
neers, being named as commandant. 

A number of possible locations for the Army schools had been 
suggested by the French, Chatillon-sur-Seine being the one specially 
offered for consideration. Late in September a board consisting of 
Brig. Gen. J. W. McAndrews, Col. Paul Malone, Infantry, and Capt. 
E. C. Eckel, Engineers, examined a number of possible sites, in- 
cluding Chatillon, Auxerre, Langres, Bourbonne, and Vittel. The 
conclusion, based largely upon engineering conditions as to timber, 
water, and soil, was that Langres offered the best available location, 
and this site was chosen. 

STATUS OF SCHOOLS AT ARMISTICE. 

The two General Orders, Nos. 45 and 46, 1917, marked the beginning 
of the engineer section of the school project for the American Expedi- 
tionary Forces. Subsequently there were established a Second Corps 
and a Third Corps Engineer school, the former located at Chatil- 
lon-sur-Seine and the latter at Clamecy. From the fall of 1917, when 
the first definite action was taken to provide engineer instruction, 
until the signing of the armistice on November 11, 1918, the various 
engineer schools, and in particular the Army Engineer School, under- 
went great development. Just prior to the cessation of hostilities 
the status of the several engineer school projects was as indicated 
in the following tabulation which Maj. Gen. W. C. Langfitt, chief 
engineer American Expeditionary Forces, on October 14, 1918, sent 
to the assistant chief of staff, G-l, general headquarters. 

Status of engineer schools October 10, 1918. 

Army Engineer School : 

Location Langres (Haute Marne). 

Function School for candidates for commission in 

Engineers. 

Length of courses Three months. 

Number of instructors 51 officers, 60 enlisted men. 

Number of student personnel 1,100. 

Commandant Col. P. S. Bond, Engineers. 

Director Lieut. Col. F. K. Newcomer, Engineers. 

Senior instructor _.Maj. Raymond G. Moses. 



136 HISTORICAL REPORT CHIEF ENGINEER A. E. .T. 

Engineer section, First Corps School : 

Location Gondecourt. 

Function Instruction of officers and noncommissioned 

officers for duty in the line. 

Length of courses About five weeks. 

Number of instructors 4 officers, 7 noncommissioned officers. 

Number of student personnel 15 officers, 23 noncommissioned officers. 

Director Maj. Thomas D. Finley, Engineers. 

Engineer section, Second Corps School : 

Location Chatillon-sur-Seine. 

Function Instruction of officers and noncommissioned 

officers for duty in the line. 

Length of courses About five weeks. 

Number of instructors 6 officers, 6 noncommissioned officers. 

Number of student personnel-, .-58, maximum 192. 

Director ,Maj. T. B. Larkin, Engineers. 

Engineer section, Third Corps School: 

Location Clamecy (Nievre). 

Function Instruction of officers and noncommissioned 

officers for duty in the line. 

Length of courses About five weeks. 

Number of instructors 4 officers, 6 noncommissioned officers are 

under orders from general headquarters 
to report for duty as instructors and 
should arrive in a short time. 

Number of student personnel At present 90, but normal capacity is 150. 

This school also received about 150 stu- 
dents daily from other schools during 
first part of course. 

Director Maj. E. C. Kelton, Engineers. 

FUNCTIONS OF CORPS SCHOOLS. 

While the corps schools drew their instructors and personnel from 
the Engineer establishment, the control of this instruction was di- 
rectly under general headquarters. A definite statement as to policy 
was contained in General Orders, No. 130, General Headquarters, 
August 6, 1918, which specified that corps schools will be established 
by orders from and will remain under the direct control of these 
headquarters. 

The primary function of the corps schools was to fit officers of 
incoming divisions as promptly as possible for the training of their 
men in the use of weapons and formations developed during the war. 
The intention was later to make the chief missions of the schools the 
production of a high degree of technical skill among selected offi- 
cers and noncommissioned officers, and the instruction of officers in 
the tactics of their proper commands and in the command of the 
next higher grade. 



MILITARY ENGINEERING. 137 

As early as September, 1917, Gen. McAndrew had insisted, in all 
his personal and official dealings with the officers likely to be in- 
volved in school "work, that the existing trench warfare was es- 
sentially a transitory phase of the war; that economic and political 
necessities would sooner or later force an attempt to secure a de- 
cision in the open; and that when this time came the American 
troops should prove to be better fitted by tradition and training for 
open warfare than would most other armies. In the discouraging 
autumn of 1917 this definite feeling that in the spring warfare 
would be in the open, and that in the open the American forces 
could certainly surpass the enemy, was a very essential factor in the 
preservation of American Expeditionary Forces morale. Its reflec- 
tion on Engineer training was obvious. From the earliest days of 
the First Corps School more attention was given to strictly pioneer 
and combat work, and less to heavy construction, than had been the 
practice at British schools. 

For the Engineer schools a four weeks' period of instruction was 
prescribed. As to the scope of these courses the following quota- 
tion from General Orders, No. 77, General Headquarters, May 22, 
1918 (amending G. O. No. 5), indicates the requirements: 

Sufficient knowledge of divisional operations in open and trench warfare to 
insure a correct understanding of the pioneer and engineer work required, 
proper organization for work, and cooperation with other arms of the service; 
instruction, theoretical and practical, in all classes of pioneer and engineer 
work which may be required and for which the divisional engineers are 
equipped (except instruction in bridging) ; instruction in the handling of 
engineer detachments, sections, and companies, and in the supervision of 
pioneer work of other troops. The instruction for noncommissioned officers will 
be devoted chiefly to practical work and to the handling of detachments and 
sections in such work. 

Upon completion of the course at corps schools, commandants of corps 
schools will order the students of the Corps Engineer schools to the Army 
schools for a six-day course in bridging. 

Instruction in Infantry training and tactics will be given the students in 
the Corps Engineer schools by the Corps Infantry School. 

As for the Army Engineer School, its principal functions were to 
train officers in order to make them available as instructors, either 
in the corps schools or in their own organizations, and to give the 
enlisted man, through the medium of an "Army candidates school," 
an opportunity for intensive training and for promotion to commis- 
sioned grade. The Army Engineer School also conducted its courses 
with a view either to supph'ing qualified officer personnel for service 
with combat troops or for return to the United States for the instruc- 
tion of newlv organized units. 



138 HISTORICAL REPORT CHIEF ENGINEER A. E. E. 

EARLY DIFFICULTIES. 

In the early days of both the corps and Army schools great diffi- 
culties had to be overcome. First of all, it was necessary to prepare 
courses of instruction in subjects in which comparatively few Ameri- 
can engineer officers at that time were well versed. This meant study 
of French and British military engineering practice and an adapta- 
tion of their methods to the needs of the American Expeditionary 
Forces. In itself this was a difficult task, but it was hardly greater 
than the one presented by the physical difficulties which had to be 
surmounted before the schools became going concerns. In the case 
of the Army Engineer School at Langres a certain portion of the in- 
structor and student personnel could be housed in existing French 
barracks, although much additional construction had to be per- 
formed. At Gondrecourt the situation at the First Corps School was 
worse, inasmuch as the schools had, as a start, practically nothing 
but a broad expanse of field, ankle deep with mud and swept by cold, 
driving rains. As one officer expressed it, " Gondrecourt was a good 
idea, but a bad location." Shortages in construction material of all 
sorts, together with inadequate transportation facilities, were addi- 
tional complicating factors in the establishment of the First Corps 
School. Nevertheless, wooden barracks were set up and a start made 
on mapping out courses of instruction and securing officers to conduct 
them. 

At the Army Engineer School at Langres much preliminary work 
had to be done to provide for the reception of students in as large 
numbers as contemplated. A reconnaissance of the site was made 
in the fall of 1917 in order to ascertain what new construction and 
equipment were needed. Lighting and water supply had to be in- 
vestigated and plans made to supplement existing inadequate facili- 
ties. In his outline of the construction project at Langres, dated 
October 27, 1917, the chief engineer, American Expeditionary Forces, 
had planned housing, water supply, lighting for an initial personnel 
to arrive before December 1, 1917, and an ultimate personnel of 4,500 
by June 1, 1918. 

At the Second and Third Corps schools, which were established 
later, much preliminary work had also to be done. Students arrived 
in much larger numbers than had been anticipated, new barracks had 
to be built, electric light and water systems installed and beds pro- 
vided for students' use. 

Yet, in spite of obstacles, the Army Engineer School and the corps 
schools were organized, provided with staffs of instructors, and 
equipped to handle the thousands of officers and men who continu- 
ously passed through them. 



MILITARY ENGINEERING. 139 

THE INSTRUCTOR PROBLEM. 

Coupled with the physical difficulties of providing- shelter at the 
school and mapping out courses of instruction was the big problem 
of securing competent instructors. It should be realized that in the 
early days comparatively few officers had sufficient experience to fit 
them for the work of training others. Those officers who had the 
necessary experience were urgently needed with their own regiments. 
At this time the securing of officer personnel throughout the Engi- 
neer establishment in France had become extremely acute, a situation 
which did not facilitate the organization of the teaching staffs at 
the Engineer School. This state of affairs extended through the 
period of each school's existence. 

As late as August, 1918, the commandant of the Army Engineer 
School at Langres emphasized the great hardship under which the 
school was forced to work, due to the constant change of the in- 
structor personnel at the very time when the school was undergoing 
a very considerable expansion, stating that the lack of permanence 
in his staff of instructors had been responsible for a 40 per cent re- 
duction in the efficiency of the school's work. As the number of 
students at the school was constantly increasing, it became a problem 
not only of attempting to hold the instructors then on duty, but of 
securing many others. 

In an estimate made August 12, 1918, the commandant of the 
Army Engineer School stated its minimum needs, in the way of 
regular officers, as one colonel or lieutenant colonel, as commandant, 
one major as commandant of the candidates' school, and one major 
in charge of the bridge section; the remainder of the instructing 
staff was to consist of reserve officers. It was also essential, if the 
flow of officers through the school was to be maintained, that new 
ones should be assigned to duty as instructors as the old officers left. 

As the result of experience in connection with the work at the Army 
Engineer School the following principles applying to instructor 
personnel were evolved: No officers should be kept as instructors 
longer than six to eight months. Instructors ordered to the school 
should have had some experience at the front. One regular officer of 
Engineers would be sufficient for each of the Corps Engineer schools, 
while three regular officers of Engineers should be prescribed for the 
Army Engineer School. Later it was further specified as desirable 
that instructors, on completion of their courses, be sent for duty 
with combat divisions. 

ARMY CANDIDATES SCHOOL ESTABLISHED. 

In spite of the fact that Engineer officers were arriving in France in 
increasing numbers during the early part of 1918, there still existed a 



140 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

shortage in commissioned personnel, and it was also clear at this 
time that some provisions would have to be made for replacing 
officer casualties. As a result the Army Candidates School was es- 
tablished with the main object of supplying replacements of second 
lieutenants in the combatant troops of the American Expeditionary 
Forces. In fulfilling this object the policy adopted was to assign 
for a three-months' course of instruction at the Army Candidates 
School, a certain number of selected soldiers from the various Engi- 
neer regiments in France. These men, on the completion of their 
period of instruction, if found qualified, were commissioned as sec- 
ond lieutenants in the Engineers. Men who, after several weeks' 
work at the school, demonstrated their incapacity for commissioned 
grade, were relieved and returned to a replacement depot for re- 
assignment. In addition to the Engineer section, the Army Candi- 
dates School included sections devoted to the other branches of the 
service, Infantry, Cavalry, Signal Corps, Artillery, etc. At first 
age limits between 21 and 40 years were prescribed for the Army 
Candidate School, but these limits were later abolished. 

Dates of assembling classes were announced from time to time 
from general headquarters and regimental commanders and officers 
commanding smaller seperate units were ordered to send qualified 
soldiers to the school. By the terms of General Orders, No. 32, Gen- 
eral Headquarters, February 18, 1918, each" divisional, corps, or Army 
Engineer regiment was authorized to send nine candidates to the 
Engineer section of the Army Candidates School. In addition a 
provision was made for sending to the school enlisted men in the 
Engineer Department not included in the preceding clause covering 
only combatant troops, so that men engaged upon construction work 
in the Service of Supply were given the same opportunity for quali- 
fying for commissions as were men in combatant organizations. 

With reference to the matter of securing sufficient commissioned 
personnel for Army, corps, or divisional troops, General Orders, No. 
32, 1918, made the following important announcement as to policy : 

Hereafter, except in very unusual cases, no one will be recommended for com- 
mission as second lieutenant of the Officers' Reserve Corps, National Army or 
National Guard who is not a successful graduate of the Army Candidates 
School. 

The main idea in the establishment of the candidates school was 
to secure for its student personnel noncommissioned officers and men 
who, by their work in their own organizations, had demonstrated 
their fitness as officer material. The clear intent of the general 
order announcing the establishment of the Army Candidates School 
was to limit the student personnel to men selected on account of pre- 
vious efficient work. While this was the basis upon which many regi- 



MILITARY ENGINEERING. 141 

mental commanders chose men for assignment for duty at the school, 
the spirit of the order in many cases was not carried out. 

Among the first calls on commanding officers for recommendation 
for Army school candidates was the one sent out by the chief engi- 
neer on April 24, 1918, and again on July 11, 1918. Even as late 
as September, 1918, relief in the officer shortage had not been found, 
particularly in view of the fact that the policy was in force whereby 
every sapper regiment was required to relinquish each week one offi- 
cer for return to the United States for purposes of instructing new 
Engineer units. As the case actually worked out this obligation 
caused the loss of more officers every three months than each regi- 
ment was allowed to send to the schools, inasmuch as the portion of 
the total enlisted strength of the Engineer Department authorized for 
assignment to the school by General Orders, No. 32, 1918, was lim- 
ited to two-tenths of 1 per cent. 

No attempt will here be made to set forth in detail the scope of the 
work of various engineer schools, and the methods of conducting the 
courses. Complete information on this subject will be found in the 
reports of the school commandants attached hereto as Appendices. 
Suffice it to say that the training section of the general staff had out- 
lined a thorough school prcgram and, by authority contained in gen- 
eral orders, was charged with the responsibility of exercising general 
control and supervision over the work. The chief engineer, Ameri- 
can Expeditionary Forces, did not directly control the work of the 
Engineer schools. 

THE ARMY ENGINEER SCHOOL. 

The Army Engineer School at Langres was opened on October 31, 
1917, with Col. G. R. Lukesh as commandant. The months of Novem- 
ber and December were spent in preparation and organization, and 
early in January courses were open for students in the following sec- 
tions: Bridging, camouflage, flash and sound ranging, mining, pio- 
neering, topography, and searchlight. After a reorganization of the 
Army Candidates' School the Engineer section was created as part of 
the Army Engineer School January 22, 1918. 

On March 1, 1918, the school moved from Langres to Fort St. 
Menge, 10 kilometers north of that city. At that time the searchlight 
section was severed from the school and taken over by the antiaircraft 
and trench mortar school. The topographical section remained in 
Langres, operating at the Turenne Barracks. On March 1, 1918, Col. 
P. S. Bond, Corps of Engineers, relieved Col. G. R. Lukesh as com- 
mandant. 

The importance of the work at the Army Engineer School was thus 
summed up by Lieut. Col. Fiske, assistant chief of staff, G-5, in memo- 



142 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

randum to the chief of staff, in which he requested orders detailing- 
Col. Bond as commandant. " The Engineer School," Col. Fiske said, 
" affects not only the instruction of Engineer troops and services, but, 
by the instruction they give in fortification and in the organization of 
the ground, also the instruction given to all branches of the service. 
It is essential that the commandant of the Army Engineer School, 
which trains instructors of all Engineer schools, be an officer not only 
with engineer training and experience but also with tactical and staff 
training." 

Col. Bond, on assuming his duties as commandant at Langres on 
March 1, 1918, immediately began the organization and expansion of 
the school work. Lieut. Col. W. H. Holcombe, Corps of Engineers, 
was appointed assistant commandant June 11, 1918, and was relieved 
by Lieut. Col. F. K. Newcomer, Corps of Engineers, August 20, 1918. 

On June 25, 1918, a school was opened for Engineer officers and was 
called the student officer training camp, ending August 7, 1918. 

In the latter part of July the topographical section was taken over 
by the Army intelligence school, and in its place was created the Artil- 
lery orientation section, operating at Langres. 

On October 1, 1918, there were about 50 officers and 70 enlisted men 
assigned as instructors in the seven sections of the school. To per- 
form and assist in the practical and demonstrational work in connec- 
tion with the school, various Engineer companies and detachments 
were assigned to the school from time to time. There were about 700 
men on this work on October 1, but this number was subject to con- 
stant change. The towns of Bannes, Campigny, Jorquenay, Humes. 
Rolampont, and Charmes were assigned to the Army Engineer 
School. 

The school gave the full courses of five weeks for the Fourth, Fifth, 
Sixth, and Seventh Corps, and a one week's course in bridging for stu- 
dents of the First, Second, and Third Corps schools. In addition, stu- 
dents were sent to Langres for special courses from all branches of 
the services. Brief demonstrations were given from time to time to 
students of other Army schools. 

On October 1, 1918, out of an original class of 400, 324 successful 
students at the candidates' section were given temporary commissions 
as second lieutenants, per Special Orders, No. 272, C. S., General 
Headquarters, American Expeditionary Forces. The class commenc- 
ing October 6 had about 800 students. Commencing November 1 and 
on the first of each month thereafter provision was made to have 400 
new students enroll, thereby making the constant strength of that 
section 1,200. i 

On January 1, 1919, at the Army Engineer School, all sections had 
closed except the following: Mining, bridge, pioneer, and camouflage. 



MILITAKY ENGINEERING. 



143 



The last course at the Engineer Candidates' School was completed 
January 31, 1919, marking the closing of this school. Approximately 




(3236-V8) TIMBER TRESTLE BRIDGE BUILT AT THE ARMY ENGINEER SCHOOL, 

LANGRES. 

400 candidates entered the class in November ; 250 remained until the 
end of the course and 222 graduated. 

The object of the Student Officers' Camp at the Army Engineer 
School, above referred to, was to train officers for duty with any com- 




(3271-V8) DUGOUT CONSTRUCTION AT ARMY ENGINEER SCHOOL, LANGRES. 

batant regiment. To attain this end instruction was arranged so as 
to provide students with first-hand knowledge of the life of an en- 



144 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

listed man, to teach them how to train new recruits and to impress 
them thoroughly with the fundamental points of discipline. A 
secondary object was to determine whether students were fitted to 
perform the duties of a higher rank, what students were unfit for 
service with troops, or for further service in the Army. 

The system of instruction followed was intended to facilitate the 
observation and grading of each officer. Details of the work at the 
student officers' camp are given in the report of the Army Engineers' 
School. 

FIRST CORPS SCHOOL. 

The First Corps School was established at Gondrecourt (Meuse) 
and commenced to function on October 15, 1917, under direction of 
the training section, general staff, general headquarters. 

The original schedule contemplated a five weeks' course which was 
reduced, at the end of the fifth course, to four weeks after General 
Orders, No. 77, General Headquarters, 1918, had been issued prescrib- 
ing that instruction in bridging should thereafter be given at the 
Army Engineer School. The Engineer section of the First Corps 
School was in continuous operation from its inauguration, and until 
the last course was completed on December 21, 1918. Maj. (later 
colonel) H. C. Fiske, Engineers, was the first director and was suc- 
ceeded, respectively, by Col. Francis B. Wilby, Majs. E. F. Miller, 
W. E. R. Covell, D. L. Weart, and Thomas D. Finley, all officers of 
the Corps of Engineers. 

The course of instruction was divided into three main parts: In- 
struction of captains and lieutenants from Engineer regiments; in- 
struction of noncommissioned officers from Engineer regiments and 
from pioneer platoons of Infantry regiments ; and instruction of of- 
ficers of the Infantry and machine-gun schools in certain features 
of military engineering. 

As a supplement to the courses of instruction given at the school, 
visits to the front were provided for. Each graduate was graded by 
the school commandant as to his qualifications as a corps school in- 
structor, the four grades being " Excellent, very good, good, and not 
proficient." 

Before the school was established plans were considered for con- 
ducting extensive courses in mining, and Capt. E. C. Eckel, Engi- 
neers, was detailed for duty at the school in mapping out this pro- 
gram. It was decided on examination of the terrain, however, that 
the ground in the regions at the front which would eventually be 
taken over by the American forces was largely underlaid by hard 
rock, which would not have permitted mining operations on any 
considerable scale. The early plans contemplating large scale mining 
operations were, therefore, abandoned, although the course subse- 






MILITARY ENGINEERING. 145 

quently developed provided for such underground construction as 
dugouts and other forms of shelter. 

SECOND CORPS SCHOOL. 

The Second Corps Engineer School, similar in general scope and 
policy to the First Corps School, was established and started instruc- 
tion February 4, 1918, at Chaillon-sur-Seine. The first director was 
Maj. (later Lieut. Col.) J. W. Stewart, who reported for duty on 
January 28, and continued in this capacity until August 15, when 
he was relieved by Maj. T. B. Larkin. The Second Corps School 
was discontinued in April, 1919. 

THIRD CORPS SCHOOL. 

In like manner the Third Corps Engineer School was organized 
on August 19, 1918, in accordance with instructions from G-5, gen- 
eral headquarters. The school was located at Clamecy (Nievre) 
with Maj. Edwin C. Kelton, Corps of Engineers, as director. The 
first course began September 2, 1918. The final course was completed 
March 15, 1919. 

In accordance with the principles of training adopted by the train- 
ing section of the general staff, the course included instruction in 
musketry and bayonet, automatic rifles, grenades, and machine guns. 
For the officers, a special course in tactics of six and one-half days 
was given by the tactical school. The last two days of the regular 
f our weeks' course were devoted to combined maneuvers, the Engineer 
school students taking part as Infantry. 

The engineer instruction consisted of work in wiring, organization 
of ground, trench tracing and profiling, camouflage, interpretation 
of aerial photographs, demolitions, dugouts, cut and cover shelters, 
roads and light railways. Bridges were not included in the course 
as this subject was taken up at the Army Engineer school at Langres, 
after completion of the corps school course. 

The later courses, as a whole, were reported as entirely satisfac- 
tory. The compulsory two-hour study period in the evening was 
eliminated. On account of the closing of the Army Engineer School, 
a bridge department was formed at the Third Corps School, the time 
spent on bridges being taken from the time formerly devoted to In- 
fantry work. A new elective system was introduced by which stu- 
dents were enabled to submit a list of first, second, and third choices 
for the following courses — surveying, map reproduction, water sup- 
ply, bridges, concrete, railroad construction, and strength of ma- 
terials. For the noncommissioned officers, the electives included 
demolitions, map reproduction, arithmetic, algebra, use of slide rule, 
use of level, and use of transit. Early in February it was planned 
127071—19 10 



146 



HISTORICAL REPORT CHIEF ENGINEER A. E. E. 



to convert the Third Corps School into a vocational school, each 
course being one month, so as to allow students to specialize in work 
of their own choice. These plans, however, were not carried out, due 
to the closing of the school in March, 1919. 



SUMMARY OF CORPS SCHOOL WORK. 



The following statement shows the number of students enrolled at 
the First, Second, and Third Corps Schools, together with the dates 
of beginning and completing the courses of instruction : 

Number of students enrolled for each course, First Corps Engineer School. 



Course 
No.— 


Officers. 


Noncom- 
missioned 
. officers. 


1 

2 

3 

4 

5 

6 

7 

8 

9 

10 

11 


22 
60 
32 
54 
60 
13 
41 
28 
52 
13 
49 


16 
65 
37 
12 
65 
63 
73 
30 
78 
24 
59 



First course began Oct. 15, 1917. 
Final course completed Dec. 21, 1918. 

Number of students enrolled for each course, Second Corps Engineer School. 



Course 
No.— 


Officers. 


Noncom- 
missioned 




officers. 


1 

2 


74 
65 




6 


3 


22 


10 


4 


39 


29 


5 


47 


52 


6 


35 


35 


7 


27 


33 


8 


27 


& 


9 


66 


113 


10 


25 


116 



First course began Feb. 4, 1918. 
Final course completed Mar. 8, 1919. 



Number of students enrolled for each course, Third Corps Engineer School. 



Course 
No.— 


Officers. 


Noncom- 
missioned 
officers. 


1 
2 

3 
4 
5 


52 
41 
34 
67 
39 


79 
58 
59 
124 
74 



First course began Sept. 2, 1918. 
Final course completed Mar. 15, 1919. 



MILITARY ENGINEERING. 147 

REFERENCE DATA, ENGINEER SCHOOLS. 

Appendix number 
Document. or file reference. 

Report Army Engineer School Appendix No. 27 

Monthly reports First Corps School _ Appendix No. 28 

Monthly reports Second Corps School Appendix No. 29 

Monthly reports Third Corps School Appendix No. 30 

Report 116th Engineers, replacement Appendix No. R-116 

The Engineer Replacement and Training Depot at Angers. 

The problem of furnishing trained Engineer soldiers as replace- 
ments for the Engineer regiments of the American Expeditionary 
Forces was solved by the 116th Engineers. This regiment, the 
sapper unit of the 41st Division, was designated on December 10, 
1917, two days after its arrival at St. Nazaire, as a training and 
replacement regiment, and took its station at Angers on February 5, 
1918. 

The city of Angers was in many ways unusually suitable for the 
location of a replacement depot. Large French barracks with stables 
and a spacious drill ground were taken over for the use of the troops. 
A tract of land not far from the barracks was secured for Engineer 
drill, and the broad Marne River afforded excellent opportunity for 
ponton drill. Furthermore, there were sufficient railroad facilities, 
and the city was well located with respect to the base ports and the 
lines leading to the front. 

The main task involved was that of an organization such as would 
permit the operation of a training course without interference with 
receiving and forwarding replacements. This was achieved by divid- 
ing the work among three sections; a property section responsible 
for the equipment of the men and for the provision of engineer and 
other supplies needed for the post ; a training section concerned solely 
with instruction and discipline; and a classification section charged 
with the maintenance of the records of the personnel at the training 
depot. 

The policy followed by the 116th Engineers was, in effect, one of 
forwarding trained replacements. The men received from America 
were, in most cases, recruits who had received little training, and it 
was essential that instruction should begin with the rudiments. 
The replacements were to be sent into regiments which had been 
prepared not only by months in the training camps, but by actual 
experience in the field, and it was essential that the training should 
be thorough. The organization of the depot was therefore built 
around that of the training section. 

Three stages of instruction comprised the training course at 
Angers. Upon arriving at the station, the men were attached to 
the " Provisional company " for duty, discipline, and quarters. They 



148 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

were then assigned to a " Permanent company " for instruction and 
rations. This instruction was elementary and included the following 
subjects: Interior discipline in barracks, care and nomenclature of 
the rifle, personal hygiene, calisthenics, general orders for sentinels, 
school of the soldier and of the squad, and customs of the service. 
Before being passed to the second stage, the men were required to 
qualify in digging with pick and shovel, use of the axe and crosscut 
saw, handling of an oar, and the tying of simple knots. 

After completion of the recruit instruction, the men were enrolled 
as members of lettered companies, the organization of which con- 
formed to that of a standard sapper regiment, and began the second 
course, which consisted of instruction in the general duties of Engi- 
neer soldiers and included practically everything which a private 
might be expected to know. The course, as prepared, required four 
weeks, but the time was shortened or extended in individual cases 
as deemed advisable. The value of this training was greatly en- 
hanced by facilities for simulating the conditions of actual warfare. 
Trenches, dugouts, pits, and emplacements of every type were con- 
structed, and all the implements likely to be used by Engineer troops 
were provided. The use of explosives and automatic weapons was 
taught by actual practice supplementary to class work. In order that 
both instruction and organization might proceed with the greatest 
efficiency, a permanent corps of noncommissioned officers was main- 
tained, many of them being selected from among the most able of 
the replacements. There were 12 subjects at first, namely : 

1. Calisthenics. 

2. Bayonet and hand-to-hand combat. 

3. Small-arms practice. 

4. Hygiene and sanitation. 

5. Infantry, close order, to include school of the battalion. 

6. Tent pitching, cooking, and field services. 

7. March and extended order. 

S. Miscellaneous special work as directed. 

9. Floating bridges and cordage. 

10. Trenches and revetments. 

11. Obstacles. 

12. Guard and signaling. 

Later these were increased by the addition of— 

Grenades. 

Musketry. 

Gas defense. 

Road march, full pack. 

Company commanders' course. 

Automatic weapons. I 

The third course consisted of instruction in engineer specialties 
by classes; men taking this course were placed on a special-duty 



MILITARY ENGINEERING. 149 

status. The work of each class was anticipated by the instruction of 
specially selected noncommissioned officers to act as assistant in- 
structors, while the commissioned instructors were chosen for spe- 
cial knowledge and experience. Instruction included the follow- 
ing subjects : 

Class A. Dugouts. 

B. Bridging. 

C. Explosives. 

D. Topography and photography. 

E. Trade schools and shops. 

Drafting and reproduction. 

Carpentry and wood shop. 

Blacksmithing and horseshoeing. 

Concrete and masonry. 

Rigging and weights. 

Packing. 

Saddlery and cobblery. 

Searchlights and electrical installation. 

Railway construction and operation. 

Gas engines. 

The need for special training of noncommissioned officers became 
particularly apparent in a regiment where private soldiers were 
trained so thoroughly, and a course was inaugurated which aimed 
to inform them of their duties and responsibilities. This course con- 
sisted of 12 lectures and extended over a period of six weeks. The 
subjects werei as follows: 

1. Responsibility of the noncommissioned officers — relation to company 

commanders and lieutenants. 

2. Organization within the company and on the work. 

3. Example and deportment in- barracks, quarters, at mess, off duty, 

etc. ; proper mode of address ; discipline. 

4. Handling of military prisoners and responsibility of guard. 

5. Care of men in the trenches ; trench customs, cleanliness, etc. 

6. Field orders of enlisted men ; field expedients. 

7. General Orders, Headquarters, American Expeditionary Forces. 

8. Organization and duties of divisional, corps, and Army engineers. 

9. Maps of the American Expeditionary Forces. 

10. Snipers and observation posts and camouflage. 

11. Adrian barracks, Swiss huts, etc. 

12. Review, particularly on discipline, command, and organization in bar- 

racks and on work. 

In addition to these subjects, a one week's course was given in map 
making and map reading. 

While the training and forwarding of the new recruits was the 
primary function of the depot, it was also intrusted with the work 
of handling casuals who had been released from hospitals. A man 
upon being sent to a base hospital was dropped from the rolls of his 
unit and it was the duty of the Angers depot to return him to it, 



150 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

or in certain cases to send him elsewhere. These men were given a 
course of instruction like that of the replacements with a view to 
bringing them back to good physical condition, although they sel- 
dom remained very long at Angers. In October alone, 1,842 hos- 
pital casuals were forwarded. 

The depot did not concern itself solely with enlisted men. The 
organization by which casual officers were taken care of was similar 
to that for the enlisted personnel. The officers were assigned upon 
arrival to a " Cadet company " under the command of a " Cadet 
captain " and " Cadet lieutenants " and the company was managed 
on the same basis as a permanent company of the regiment. While 
officers were held personally responsible for the care of their equip- 
ment and quarters, police details were furnished from among the 
enlisted men. Noncommissioned officers were assigned to the com- 
pany in addition to the commissioned personnel, and were given 
authority corresponding to their position in the company. There 
were four stages of instruction, each stage requiring one week, as 
follows : 

STAGE I. 

General service training. 

Company administration. 

Organization, American Expeditionary Forces. 

Maps of the American Expeditionary Forces. 

Roads. 

Trenches. 

Light railways. 

Engineer dumps, tools and equipment. 

STAGE 2. 

General service training. 

Musketry. 

Bayonet. 

Entanglements. 

Strong points. 

Engineer consolidation of captured positions. 

STAGE 3. 

! General service training. 

Grenades. 
Stokes mortar. 
35 mil. gun. 
Smoke bombs. 
Gas defense. 

Infantry organization and tactical disposition. 
Camouflage and screens. 

Sniping, snipers' posts and observation posts. 
Machine-gun emplacements. 
Dugouts, cut and cover shelters and mining. 



MILITARY ENGINEERING. 151 



General service training. 

Review and special subjects. 

Duties of engineers in open warfare. 

Bridges. 

Demolitions. 

In addition to this course, a candidates' school was conducted at 
which enlisted men showing special fitness were trained for duty as 
officers and after completion of the course duly commissioned. 

The work of the classification section was extensive in a depot 
where several thousand men were arriving and departing each month, 
particularly as the standard company organization was so closely 
adhered to and company rolls and records were maintained in the 
usual manner in spite of the great number of changes involved. 
Replacements, both officers and men, were carefully classified as to 
qualifications, both upon arrival and departure, and care was taken 
to send men of special fitness where they would be of greatest service. 
This work became of even greater importance when, late in the sum- 
mer, Service of Supply hospital casuals began to pass through An- 
gers instead of Blois, for from every part of the Service of Supply 
there was a constant demand for specially trained men. All records 
in connection with the progress of the training were also kept by 
this section and its efficiency was an important factor in the suc- 
cessful operation of the depot. 

With the rapid increase of troop arrivals in France during the 
spring and summer months of 1918, the number of replacements 
passing through Angers became correspondingly greater. The first 
big influx occurred in March when 1,195 men and 83 officers were 
received at Angers, but the heaviest work was done in the last five 
months of hostilities, when the average number of men received per 
month was over 5,000, or more than the equivalent of three sapper 
regiments. The high mark for arrivals was reached in July when 
6,402 men were received. The number of troops forwarded increased 
more slowly, as it was the policy of the depot to maintain a large 
reserve to draw upon in order that the men could be more carefully 
selected. Nevertheless, with greater demands for replacements dur- 
ing the last months the figures mounted until in October 5,659 men 
and 246 officers were sent out from Angers. From its inception until 
January 1, 1919, the depot forwarded more than 1,350 officers and 
29,000 men or the equivalent of 17 complete sapper regiments. All 
of these men were trained in the duties of the Engineer soldier in 
the field. 

A great many men contributed their share to the accomplishment 
of the 116th Engineers and during its career in France the organi- 
zation had several commanding officers. Col. (now Brig. Gen.) 



152 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



M. L. Walker was in command when the regiment arrived in France, 
and it was he who was chiefly responsible for its organization and 
development in America. He was succeeded, January 28, 1918, by 




INSTRUCTION TRENCH AT ANGERS, SHOWING TYPES OF REVETMENT. 

Lieut. Col. (later Col.) Roger D. Black, who laid the foundation 
of the replacement depot. On May 11, 1918, Col. Black was relieved 
by Maj. Dewitt P. Olson, who was in command during the strenuous 
months of summer and autumn. Maj. Olson became Lieut. Col. 



MILITARY ENGINEERING. 153 

shortly after taking command, continued in charge until he was 
relieved by Lieut. Col. F. S. Strong about November 1. These offi- 
cers were assisted by a carefully chosen force, many of them being 
selected from among the casual officers who came to the depot, and 
by a similarly selected cadre of noncommissioned officers. The valu- 
able assistance of Lieut. Rene Foulguies, of the French Army, who 
conducted special classes in trench warfare, and two veteran British 
sergeants major who superintended combat drill, was of great value 
in the work of the training section. 

Training of Divisional Engineers. 

The period between the arrival in France of a sapper regiment 
and its actual participation in operations at the front was, in so far 
as conditions permitted, one of training. The length of the train- 
ing period and the character of work performed varied widely, since 
such factors as the relative urgency of the needs of the armies and 
the service of supply, the plans of the training section of the general 
staff and of the commanding generals of divisions, the use of Brit- 
ish training areas and British or French instruction, personnel and 
methods, determined, in the case of each unit, the detailed character 
and scope of its course of instruction. Infantry work, musketry, and 
trench warfare methods, however, invariably constituted an impor- 
tant part of engineer training, while instruction in technical special- 
ties was made as thorough as the amount of time and the material 
available permitted. 

For training purposes there were selected in the region to the 
north and east of Chaumont, certain " Divisional areas." By the 
time hostilities ended, 23 of these American divisional areas had 
been established and in them billeting accommodations had been sup- 
plemented by barracks. Here the divisions were housed and trained 
prior to their entry into the line. Some exceptions to this general 
plan occurred in the case of Engineer regiments which trained with 
the British or were employed on general construction in the advance 
section or at other points in the Service of Supply. The first train- 
ing center was at Gondrecourt for the First Division. 

REGIMENTS ARRIVING IN 1917. / 

Five divisional Engineer regiments, the 1st, 2d, 6th, 101st, and 
117th, reached France prior to December 31, 1917. As was to have 
been expected in the case of the early arrivals, the large amount of 
miscellaneous work to be clone prevented any rigid adherence to a 
prescribed training schedule. The early operations of these units, 
therefore, can not be cited as typical ; there follows, however, a brief 
recital of their training activities. 



154 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

The 1st Engineers, after arriving at St. Nazaire August 20, 1917, 
engaged in infantry drill, barracks construction, road building, and 
other miscellaneous duties until arrival in the Gondrecourt and Bour- 
mont training areas during September and October, 1917. There 
the construction of cantonments formed the major portion of the 
regiment's work. A number of practice marches were made between 
Gondrecourt, Abainville, and other towns during October. On Octo- 
ber 15 Company D was detached and sent to the Arbois sector for 
training with the French, and after a month there was replaced suc- 
cessively by other companies of the regiment. In the meantime the 
regiment, less the companies on duty with the French, remained in 
the training area to carry out a program of barracks construction, 
practice marches, infantry, and engineer drill. On January 15 the 
Second Battalion was sent to the sector north of Toul for front-line 
work, and was followed about February 1, 1918, by the First Bat- 
talion. 

The 2d Engineers arrived in France October 8, 1917, and was en- 
gaged on general construction, mostly of barracks, until January 1, 
1918, when training was begun in the region of Neuf chateau. Dur- 
ing January the regiment, in the divisional area, followed a training 
schedule which had been issued from general headquarters, prescrib- 
ing five weeks' work in infantry and engineer drill, the latter in- 
cluding bridging, wiring, trench layout, and, to a small extent, 
trench construction. Lack of materials prevented extensive engi- 
neer drill. During December the regiment received 400 replace- 
ments, which were divided into three companies and trained. On 
February 20 the First Battalion was sent to the front east of Toul, 
while on March 15 the Second Battalion left for duty with the 
French in the quiet sector south of Verdun. 

After arrival in France, December 20, 1917, the 6th Engineers 
proceeded to the divisional training area at Prauthoy, where the 
early work consisted principally of unloading cars of building ma- 
terial for the 10th Divisional area. During January one company 
was sent to the First Corps School at Gondrecourt and three com- 
panies were assigned to general construction in the advance section. 
On February 10 the regimental headquarters and two companies 
were sent to the Fifth British Army for bridge work, and were later 
followed by the remainder of the regiment. 

Barracks construction and infantry drill constituted the early 
work of the 101st Engineers after its arrival in France, October 11, 
1917. During November half of one company was training with the 
26th Division at Neuf chateau under French engineer officers, while the 
remainder of the regiment was engaged on general construction. On 
February 24 the regiment moved to Liffol-le-Grand, where intensive 






MILITARY ENGINEERING. 155 

training consisted of gas drill, musketry, infantry drill, close and 
extended order, and engineer instruction. Part of the training con- 
sisted of constructing a road and laying out and excavating first- 
line trenches and communicating trenches. The French system of 
working in shifts of 6 hours and resting 12 hours was followed, and 
operations continued night and day to simulate war conditions. 

The 117th Engineers proceeded to the fifth divisional area (Vau- 
couleurs) after arrival in France November 1, 1917, and engaged in 
general construction during the greater part of the time until Feb- 
ruary, when a course of lectures was given nightly to officers and 
noncommissioned officers. A part of the regiment followed a lim- 
ited drill schedule consisting of rifle practice, marches, and close- 
order drill. The regiment left for the front February 19, 1918. 

TRAINING WITH THE BRITISH. 

During May and June, 1918, the period of increased troop arrivals 
in France, many Engineer regiments were sent for training with the 
British. Among these were the 4th, 102d, 103d, 105th, 108th, 110th, 
302d, 303d, 305th, and 307th Engineers. 

After arrival at Calais May 19, the 4th Engineers fitted out the 
training area for the 4th American Division under British super- 
vision. The work included reconnaissance and sketching, general 
cantonment construction, the building of rifle ranges, and Infantry 
and Engineer drill. 

After disembarking at St. Nazaire May 31, 1918, the 102d Engi- 
neers proceeded to British training areas and were equipped with 
gas masks and Lee-Enfield rifles. Instruction was begun in gas 
defense, rifle practice, bombing, bayoneting, infantry drill, field 
cooking with rolling kitchens, etc. A number of practice marches 
were made and during June trench digging and wiring were car- 
ried out under the direction of the Fourth British Corps. During 
July the program followed was that outlined in the "Program of 
Training, First Phase, for American Divisions Training with the 
British, No. 1008," issued by general headquarters, American Expe- 
ditionary Forces. Officers and noncommissioned officers were sent 
as observers into the British lines, and in July a platoon of each 
company was detailed for six days' training in the line with the 
Forty-first British Division. 

While differing in certain details, similar courses of training in 
British areas were followed by the other regiments above named. In 
addition to the usual Infantry drill, rifle practice, and gas drill, the 
work comprised bayonet exercises and the construction of trenches, 
dugouts, observation posts, bridges, and practice in demolitions. 
The work was occasionally varied by divisional maneuvers. This 



156 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

was a feature of the work of the 302d Engineers during May. In 
addition a number of regimental night problems were undertaken. 
A considerable amount of time was devoted to target practice with 
the British Lee-Enfield rifle. 

TRAINING IX AMERICAN DIVISIONAL AREAS. 

The remainder of the divisional Engineer regiments were trained 
in American divisional areas, detachments being sent from time to 
time for front-line instruction with French units. The 5th Engi- 
neers, between the time of their arrival in France, August 13, 1918, 
and the 1st of October, was engaged on engineer and infantry drill 
until it went into the line with the Seventh Division in the Toul 
section. The 7th Engineers, arriving March 24, 1918, engaged in con- 
struction, the Second Battalion at the general intermediate storage 
depot at Gievres, and the First Battalion in the advance section en- 
gaged principally in barracks and hospital construction in divisional 
areas. In June the regiment was relieved from Service of Supply 
duty and joined the Fifth Division at the front. 

The 104th Engineers, arriving June 26, 1918, engaged in drill and 
also performed a certain amount of stevedore work at the docks at 
Brest before reaching the divisional area at Prauthoy in June, where 
intensive training was carried on. General construction in base areas 
occupied the 107th Engineers from the date of arrival in France in 
February until they reached the divisional areas early in March, and 
was continued during April and May in the 7th, 8th, 9th, 10th. and 
13th divisional areas. The following month the regiment was on 
duty with the 32d Division engaged on construction of trenches, 
dugouts, repair of front-line positions, camouflage, and road work. 

The training of the 111th Engineers, arrived July 31, 1918, was 
begun at Bar-sur-Aube, the work consisting of the usual Infantry 
and Engineer drill, trench layouts, wire entanglements, road build- 
ing, strong points, topography and mapping, demolition and camou- 
flage practice at night. Practice marches and combat exercises were 
also a part of the program. 

Training programs similar to the foregoing followed by other 
divisional Engineer regiments, except those that arrived only a 
month or so before the armistice. In the case of the latter units, the 
work in France consisted generally of construction in the Service of 
Supply. The 106th Engineers, for example, arrived at Le Havre, 
October 1, and were assigned to general construction in base section 
No. 5. Work at the large hospital center at Mesves occupied the 
109th Engineers from arrival in France October 6. The 113th Engi- 
neers, arriving September 28, were assigned to Air Service construc- 
tion in the advance section. 






MILITAKY ENGINEERING. 157 

The early work in France of the divisional Engineer regiments, 
therefore, may be divided into four general groups: The first in- 
cluded those units reaching France during the latter part of 1917, 
before any comprehensive plan of training had been developed. The 
second group included those regiments which were trained in Ameri- 
can divisional areas. The third group consisted of units whose 
training periods were spent with the British. The fourth group 
comprised those regiments which arrived in France too late for front 
line service and whose duties consisted mainly of general construc- 
tion in the Service of Supply. 

REFERENCE DATA, TRAINING OF DIVISIONAL ENGINEERS. 

Monthly regimental reports and histories, page 437. 

Program of training (first phase) for Sixth Division; No. 1307, G-5, General 
Headquarters, July 22, 1918. 

Memorandum for corps and division commanders, subject : " Training," Au- 
gust 5, 1918. 

Program for training for divisions in the United States, Appendices Nos. 
31, 32. 33. 

ARMY OPERATIONS OF UNITED STATES ENGINEER 

UNITS. 

The order in which the first units of the American Expeditionary 
Forces were organized and transported to France was influenced by 
representations of the British and French, who stated that the most 
urgent need was personnel for the construction and operation of 
railways. Consequently, nine Engineer railway regiments were 
recruited to a strength of 1,066 men each, and six of them had de- 
barked in France before the arrival of the first American combat 
division. All nine regiments landed in France within the period 
July 26. 1917, to August 30, 1917. Shortly after reaching France 
the railway regiments were increased in strength to 1,587 men. 

The regiments were the 1st, 2d, 3d, 4th, 5th, 6th, 7th, 8th, and 9th 
Railway Regiments, United States Reserve, later designated the 11th, 
12th, 13th, 14th, 15th, 16th, 17th, 18th, and 19th Engineers (Rail- 
way) United States Army. The five last-named regiments were 
immediately assigned to the American line of communications and, 
excepting the 15th and 16th Engineers, never served as Army troops. 
Upon their arrival in France, the 11th, 12th, and 14th Engineers 
were attached to the British Expeditionary Forces, while the 13th 
Engineers was attached to the French forces. The 16th Engineers 
was eventually relieved from duty in the American Service of 
Supply and joined the three other United States railway regiments 
with the British Expeditionary Forces. 



158 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

ENGINEER ARMY TROOPS WITH BRITISH EXPEDITIONARY 

FORCES. 

Brig. Gen. John Bidclle was placed in command of the three regi- 
ments of American railway troops upon their arrival in the British 
Army areas. Brig. Gen. W. C. Langfitt, who was at the same time 
manager of light railways in the American Expeditionary Forces 
line of communications, relieved Gen. Biddle in October, 1917. Begin- 
ning in November, all other American units attached to the British 
Expeditionary Forces, including aero squardons, hospital units, and 
detachments of Army Engineer regiments, formed an American com- 
mand, principally for administration purposes, under Gen. Langfitt. 
Having been promoted, December 18, 1917, Maj. Gen. Langfitt con- 
tinued in the above-described command until relieved by Brig. Gen. 
W. W. Harts to become chief of utilities of the American Expedi- 
tionary Forces Service of Supply. 

11th Engineers. — From the 10th of August, 1917, until the end of 
January, 1918, the construction and maintenance of the standard- 
gauge and light railway lines of the British military railway system 
was in the general vicinity of Peronne. The regiment operated under 
direction of the Third Army's assistant director of light railways. 
In its normal duties of railway construction and maintenance the 
regiment participated in the preparation for and execution of the 
British Cambrai offensive beginning November 20, 1917. Company 
B and one-half of Company D at Plateau assisted in unloading a 
fleet of the tanks used in the offensive. Great secrecy was maintained 
in the operation, tanks being parked in a valley to be made ready for 
action and then reloaded for transport to points close to the lines. 
The work was all done at night or on very foggy days. The territory 
captured in the attack contained the badly demolished French stand- 
ard-gauge line running from Epehy through Gouzeaucourt to Mar- 
coing. Companies B, F, and half of Company E immediately en- 
gaged in the reconstruction of that line in order to effect a connection 
with the captured German lines at Marcoing. Working with the 
Fourth Canadian Railway Battalion, the two and one-half companies 
had accomplished their task when on November 30 the enemy counter- 
offensive was launched. It came so quickly that the men of the regi- 
ment working in the vicinity of Gouzeaucourt were taken completely 
by surprise and had difficulty in retiring. In the action there were 2 
men killed, 13 wounded, and 15 missing. The other members of the 
detachment retired to their camp at Sorel. As the camp was under 
intense enemy artillery fire, it was quickly abandoned and the de- 
tachment engaged in the construction ot a reserve position some dis- 
tance farther back. The men were armed and under orders to hold 
their works, if necessary. 



MILITAKY ENGINEERING. 159 

Until the end of January the regiment continued its work in the 
reconstruction of light railway lines and in effecting additions to the 
existing system. 

Early in February the regiment was released to the American Ex- 
peditionary Forces, and until April 4, 1918, engaged in railway con- 
struction in the American Services of Supply. However, as a result 
of a British request following the enemy offensive of March 21, 1918, 
the regiment was returned to the British Expeditionary Forces. At- 
tached to the First Army, British Expeditionary Forces, from April 
G to May 10, 1918, it served as corps troops of the Seventeenth British 
Corps, engaging in the construction of reserve field defenses through 
out the strong enemy pressure of that period. A detail of the unit 
engaged in trench and entanglement construction on the 12th of April 
suffered 18 casualties from enemy artillery fire — 2 killed and 16 
wounded. Changing station on May 10, 1918, from Wanquetin (Pas 
de Calais) to La Bussiere (Pas de Calais) , the regiment became corps 
troops of the First British Corps, continuing its field fortification 
work in the reserve position of that command until June 13, 1918, 
when it returned to the American Expeditionary Forces. 

12th Engineers. — From August 21, 1917, to February 28, 1918, the 
Twelfth Engineers engaged in the operation and maintenance of light 
railways of the British military railway system attached to and in the 
area of the Third Army (South), British Expeditionary Forces. 
From the latter date, although engaged in the same work, the regi- 
ment was attached to the Fifth Army, British Expeditionary Forces, 
until March 21, 1918. The entire regiment participated in the prepa- 
rations for the Cambrai drive, operating trains and repairing track 
more or less under artillery fire and partially under machine-gun fire. 
Ammunition was delivered under machine-gun fire to a battery within 
500 yards of the enemy outpost works. Several train crews were 
operating in the immediate battle area when, on November 30, 1917, 
the enemy began his counterattack. His advance swept past one of 
the train crews ; the men, however, concealed themselves and reported 
back to regimental headquarters after the Germans had been stopped 
and driven back. The entire regiment except train operators, who 
also carried rifles, stood by under arms all day November 30. 

Upon the retirement of the British Fifth Army during the great 
enemy offensive of March 21 to 25, the regiment barely saved its per- 
sonnel and part of its property. However, it lost its light railway 
lines, and from March 28 to April 12, 1918, it engaged in the con- 
struction of a system of defenses near Terresnil, just north of Amiens. 
The works were called the Pas-Conde defense line and were designed 
for the defense of Abbeville. On April 13, 1918, the regiment, less 
Company C, moved to la Val de Maison and engaged there in the 
construction of defense works until the 22d. From the latter date 



160 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



until July 25 the five companies engaged in double-tracking the ex- 
isting Longpre-Gamaches standard-gauge railway under the direc- 
tion of the D. G. T., British Expeditionary Forces, in the Fourth 
Army area. Company C in the meantime was engaged in road con- 
struction in the vicinity of Planques. The 12th Engineers was re- 
leased from duty with the British Expeditionary Forces on the 25th 
of July, 1918. 

Hth Engineers. — From the middle of August, 1917, until May 18, 
1918, the 14th Engineers engaged in light railway operation and 
maintenance under direction of the assistant director of light rail- 
ways, British Third Army. That part of the British military rail- 




(25-S8) 



LIGHT RAILWAY TRACK WORK AT AZERAILLES BY 12TH ENGINEERS. 
AUGUST 15, 1918. 



way system operated and maintained by the regiment covered a con- 
siderable area north and south of the Albert-Baupaume-Cambrai 
highway and extended after the Cambrai drive, in which the entire 
regiment participated, to a line approximately 18 kilometers west of 
Cambrai, serving a front of approximately 17 kilometers. The en- 
tire regiment, as transport, participated in the defense of the Third 
Army front and the slight retirement therefrom during the enemy 

offensive of March 21-26, 1918. Seven men of the regiment were 

i 
wounded in that action. The First Battalion was relieved from its 

60-centimeter railway construction on the 17th of May, and until 

June 12 engaged in the construction of the Auxi-le-Chateau-St. 



MILITAKY ENGINEERING. 161 

Riquier section of the standard gauge line upon which the Second 
Battalion was already engaged. The First Battalion, however, oper- 
ated under the direction of the D. G. T., Fourth Army, British Ex- 
peditionary Forces. In the foregoing operations the regiment was 
exposed to enemy artillery and air bombs a great part of the time. 
However, it lost only one man killed and one man wounded. The 
regiment was relieved from service with the British Expeditionary 
Forces on the 12th of June, 1918. 

6th Engineers. — Regimental headquarters and First Battalion hav- 
ing debarked at Brest December 22, 1917, and Second Battalion at 
St. Nazaire on the 26th, the 6th Engineers, not then attached to a 
division, was assigned to construction duties in the divisional training 
areas of the American Expeditionary Forces. In the latter part of 
January, 1918, arrangements were made by general headquarters, 
American Expeditionary Forces and British Expeditionary Forces, 
for the instruction and training of the 6th Engineers as an Army 
bridge unit by attaching it to the British Expeditionary Forces for 
bridge construction in British Army areas. 

Accordingly regimental headquarters and Companies B and D ar- 
rived at Doingt, near Peronne, February 11, 1918. From that date 
until March 22, 1918, the regiment, less Companies A, C, E, and F, 
engaged in heavy bridge construction under direction of the chief 
engineer, Fifth Army, British Expeditionary Forces. The experi- 
ence and practice gained was remarkably valuable, for the regiment 
was worked at top speed in the erection or alteration of all of the 
numerous types of British standard timber and steel bridges. The 
structures ranged from timber and pressed iron culverts to multiple 
span-river crossings employing cantilever suspension and pile-bent 
supports, and included thousands of yards of pile trestle for light 
railways. The Fifth Army's area, mostly very low country, was 
profusely traversed by streams and canals, including the Somme, and 
the Army transport lines radiating from Amiens required a very large 
number of heavy bridges. 

The enemy offensive of March 21, 1918, brought the 6th Engineers 
camp at Doingt under his very severe artillery fire. On the follow- 
ing day, therefore, the regiment was ordered to retire to Chaulnes, 
where was located a large Engineer dump. The command arrived 
in Chaulnes early in the morning of March 23, and in the afternoon 
received orders to prepare the dump for destruction and to await 
further orders for the abandonment and destruction of the dump. 
Such orders were received that night, and the command, less a 
demolition detail, left Chaulnes and arrived in Morcuil, as ordered, 
in the early morning of the 24th. The demolition detail, having ac- 
complished its task, rejoined the command at Moreuil on the same 
127071—19 11 



162 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

day. Of equipment, only a few truck loads and such as the men could 
pack was saved. 

The command rested at Moreuil during March 21 and 25, except 
that on the second day details were employed in laying; out certain 
defense works then planned. Ordered to Demuin on the 26th, the 
command was assigned the construction and defense of a position 
there, and at noon of the following day were again moved, by truck, 
to a position on the line which repulsed the enemy advance. The 
position, located near Warfusse-Abancourt and extending to the 
north side of the Bois de Taillaux, was entered by the 6th Engineers, 
Lieut. Col. J. N. Hodges commanding, on the 27th of March. Exist- 
ing trenches were consolidated and the position was organized as well 
as conditions permitted. With Col. Hodges in command of the sub- 
sector, the position was held by the 6th Engineers and various odd 
organizations of the Fifth Army until relieved, April 3, 1918, against 
more or less continuous assault. The heterogeneous forces compris- 
ing Col. Hodge's "last stand" garrison were a part of the handful 
of brave men. called "Carey's Forces" and "Carey's Chickens." 
who, by their sudden desperate stand under Gen. Carey, robbed the 
Germans of complete victory. 

Upon their relief by British combat units the 6th Engineers 
marched to Abbeville for rest, reaching that place April 5, 1918. On 
the 7th, however, the command marched to Camon and there reen- 
gaged in heavy bridge construction under the chief engineer, Fourth 
Army, until April 26, when it marched to Gorenflos and engaged in 
resting, refitting, and training until May 9, 1918. 

In the meantime Companies A. C, E, and F had been relieved from 
construction duties in the American Service of Supply, and rejoining 
the regiment attached to the Fourth Army, were on May 2, 1918, 
assigned to field fortification and demolition duties under the chief 
engineer. Australian corps, until June 6, 1918. Companies B and D 
concluded their rest period May 9 and reengaged in Fourth Army 
bridge work until June 6. 

On the latter date the regiment was concentrated at Renaucourt 
near Amiens, where, on June Sth, the regiment was relieved by Gen. 
Sir Henry Rawlinson, commanding the Fourth Army, British Ex- 
peditionary Forces, who conferred decorations upon several of 
the officers and men for distinguished service. The regiment was 
relieved from service with the British Expeditionary Forces and en- 
1 rained for the American sector June 10, 1918, to become the divi- 
sional Engineer regiment of the Third American Division. 

56th Engme&rs. — The American Engineer unit organized, trained, 
and equipped for Army searchlight *work, cooperating with Artil- 
lery, machine guns, and pursuit planes in the antiaircraft service, 
was the 56th Engineers. Company F of the regiment was attached 



MILITARY ENGINEERING. 103 

to general headquarters, British Expeditionary Forces, from August 
8, 1918, until October 15, 1918. The company was split into many 
detachments by that headquarters and distributed to the various 
British armies, each detachment being attached to a British Army 
searchlight unit. Assigned to antiaircraft duties along the entire 
British front just as the British Expeditionary Forces were in- 
augurating their final offensive, the company rendered conspicuous 
service in the successive operations up to October 15. 

Electrlcal-Tnechanical detachment. — In response to a British gen- 
eral headquarters request, made about November 1, 1918, for expert 
electrical and mechanical personnel a detachment of one officer and 
75 men chosen from six United States Engineer units reported to that 
headquarters for duty November 20, 1918. Although hostilities had 
ceased on the 11th, the need of the detachment was still very urgent. 
It was therefore divided into three equal parties and engaged in 
effecting electrical installations of more permanent character. One 
party was attached to the First Army, British Expeditionary 
Forces, one to the Second Army. British Expeditionary Forces, and 
the other to the line of communications, British Expeditionary 
Forces. 

The efficient service of all the United States Engineer units with 
the British Expeditionary Forces is shown by numerous commenda- 
tions of their technical ability, their resourcefulness under trying 
conditions, their bravery under fire, and their gallantry in action 
from British general officers. The authors of these expressions of 
appreciation ranged in rank from the field marshal, Sir Douglas 
Haig, down to the chiefs of various technical army services. 

ENGINEER ARMY TROOPS WITH FRENCH ARMIES. 

Only the 13th Engineers (Railway) and two companies of the 
56th Engineers (Searchlight) were attached to French armies for 
duty. 

13th Engineer*. — Beginning August 18, 1917, the regiment was 
attached to the Second French Army for the purpose of operating 
and maintaining standard-gauge railway in the communication sys- 
tem of that army's area, which was the Verdun salient. 

Until September 11 the regiment remained at Chalons while de- 
tachments were kept out on the military lines studying French meth- 
ods of operation and becoming acquainted with the use of French 
power and equipment. On the 11th of September, 1917, the regiment 
established its headquarters at Fleury-sur-Aire (Meuse), 57 kilo- 
meters east of Chalons and 27 kilometers southwest of Verdun, and 
took over the operation and maintenance of railway lines supplying 
the sectors west and southeast of Verdun. 



164 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

The enemy, learning of the presence of American railway troops 
in the area, harassed their operations continuously for the first 10 
days — aeroplanes chasing trains with machine guns and bombs at 
night and artillery during the day breaching the lines. Train crews 
of the regiment on various parts of the railway operated under fire 
during the entire period ending with the armistice. 

The mileage operated by the 13th Engineers was gradually in- 
creased. Various lines having been taken over from French units, 
who were thus released for other work. The work of the regiment 
was not only one of the very important elements concerned in the 
defense of the Verdun sector but it contributed to the Allied success 
in all actions originating in the Meuse, including the First American 
Army's St. Mihiel and Meuse- Argonne offensives. 

56th Engineers. — Two platoons of the 56th Engineers, equipped 
with six 90-centimeter searchlights, were attached to the First French 
Army, and began operations near Amiens on the 15th of May, 1918. 
The detachment was increased in June to five platoons and organized 
as Company C, 56th Engineers. The company engaged in the anti- 
aircraft defense of Amiens, cooperating with the British defenses 
until June 8. On the latter date, the air bombing of Beauvais hav- 
ing become very intensive, the company was moved to that vicinity 
and worked its lights in cooperation with pursuit planes, the first 
instance in which such tactics had been employed. After a few days 
the enemy's air activities ceased and the company was moved back to 
its former duties at Amiens. Upon the inauguration of the First 
French Army's offensive, July 1, 1918, Company C was moved up 
close behind the front lines and introduced into the French Army 
the " line of searchlights " method of defense. As the army advanced 
the company followed closely, maintaining its peculiar system of 
defense all the way. In spite of considerable hardship and some 
losses, it kept up its work during the advance until October 15, when 
it was relieved from duty with the French and withdrawn for service 
with the First American Army. 

Company B of the 56th Engineers was attached to the Third 
French Army on July 4, 1918, and assigned to the antiaircraft de- 
fense of the important railhead of Creil. Creil was an important 
objective of enemy night bombers, and during the time the company 
operated in that vicinity it rendered effective service. On the 1st of 
September, 1918, the company was relieved from duty with the Third 
French Army and assigned to duty with the First American Army. 

The work of the 13th Engineers and the 56th Engineers in the 
service of the French was very highly praised and commended in 
citations and letters of French commanders, many officers receiving 
awards. 



MILITARY KNGI NEER1NG. 



165 




(1944-J8) TROOP TRANSPORTATION BY LIGHT RAILWAY. 




(7-S8) LIGHT RAILWAY AMMUNITION TRAIN ON LINE BETWEEN BACCARAT 
AND AZERAILLES. AUGUST, 1918. 



166 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

UNITED STATES DIVISIONAL ENGINEERS WITH BRITISH 
EXPEDITIONARY FORCES. 

Due to the crisis caused by the enemy's powerful offensives in the 
early spring of 1918, it was agreed at an interallied conference. May 
2, that British shipping would immediately transport 10 divisions 
from the United States. Those divisions were to go into the British 
command for final equipment and training, serving as reserve divi- 
sions during the training period. 

The first of the 10 United States divisions arrived in the British 
area April 16 and the last June 18. The British defense lines having 
become well stabilized and Paris being gravely threatened by the 
German Aisne-Marne offenses of May 27 to July 18, five of the 
American divisions were withdrawn from the British area during the 
second week of June before the last of the 10 had arrived. Two of the 
five, the 4th and 28th. with the 4th and 103d Engineers, respectively, 
attached, were rushed to reserve positions with the Paris group, be- 
tween Chateau-Thierry and Paris. Of the other three, the 77th, 35th, 
and 82d Divisions, with the 302d, 110th, and 307th Engineers, re- 
spectively, attached, the first was moved to the relief of the 42d 
United States Division in the Baccarrat sector of the French front; 
the second relieved a French division in the Luneville sector ; and the 
third relieved the 26th United States Division in the sector north of 
Toul. 

The 4th Engineer Regiment, in common with its division, had re- 
ceived five weeks of valuable training with British corps before leav- 
ing the British area for the Paris group of divisions. Defense 
construction and road and light railway work, mostly under artillery 
fire, comprised its instruction. The 103d Engineers, however, had no 
sooner entered the British areas than it was moved out with its 
division and into the Paris group. It had, therefore, received no 
front-line training — in fact, none in France — before elements of its 
division entered the line on the Marne near Chateau-Thierry. 

On the other hand, the Engineer regiments of the five divisions 
not withdrawn from the British area in June received from nine 
weeks to three months of training in British corps before going into 
line with their divisions. In the latter part of August, 1917, three 
of those divisions were withdrawn from the British command and 
moved to the newly-organized American front, while two of them 
remained with the British. The operations of the five Engineer regi- 
ments in the British areas are set forth below. 

108th Engineers, 33d Division. — The regiment, having debarked 
at Brest May 25, 191 S, arrived at Oisemont in the British area May 
27. Until June 12, it remained in the training area in the vicinity 
of Oisemont, making up its equipment and engaging in gas, mus- 



MILITAKY ENGINEERING. 167 

ketry, and engineer drill, and then proceeded to the vicinity of 
Amiens in the area of the British Fourth Army. There the First 
Battalion of the regiment was attached to the British Third Corps 
and the Second Battalion and Engineer train was attached to the 
Australian Corps. During the remainder of June and part of July, 
the regiment worked principally in the construction of the Fourth 
Army's line of principal resistance. Throughout July a detachment 
was attached to a British field survey company for instruction in 
printing, map reproduction and computing and in the reading of 
serial photographs and preparation of artillery maps. Other de- 
tachments were attached to British royal engineer, tunnel, railway, 
and pioneer companies. 

The regiment built several miles of trenches and wire entangle- 
ment; constructed revetments; designed and built machine-gun em- 
placements, turrets, and observation posts; and a considerable 
amount of standard-gauge and light railway ; repaired and built all 
types of roads and various types of bridges, constructed strong points 
and installed water points. 

Every night for a period of five weeks, details of from 10 to 20 
men with one officer and several noncommissioned officers threw a 
pontoon bridge across the Somine River near Corbie. That bridge 
was under the direct observation of the enemy and almost continu- 
ously under heavy shell fire. However, it was the only means of 
crossing for ration and ammunition wagons and its nightly use was 
of vital necessity. It was thrown across at 9 o'clock each night and 
taken down about 1 o'clock the next morning. It was often damaged 
by shell fire, necessitating quick repair. Practically all platoons of 
the Second Battalion were assigned in rotation to the operation of 
that "Silent Bridge," as it was called. These details received high 
praise from Australian commanders for their efficiency. 

Details from all companies of the regiment were constantly pressed 
into service with raiding parties along the entire front. Their work 
consisted of wire-cutting, patrolling "No man's land," and repair- 
ing damaged outposts and front-line defenses. The regiment also 
gained considerable experience in demolition and searchlight work. 

The Second Battalion was relieved from the Australian Corps on 
August 6, when the entire regiment was assigned to the Third British 
Corps. 

Company D, on August 7, was ordered forward to complete a 
Cavalry road for the combined attack on Villers-Bretonneaux on 
the morning of August 8. The company carried out what proved 
to be a very difficult operation in a manner so creditable as to win 
high praise from the Cavalry division commander. 



168 HISTOKICAL REPORT CHIEF ENGINEER A. E. F. 

From the 8th of August, when the British Somme offensive began, 
until August 20, the regiment participated in the advance, accom- 
plishing well all its tasks, which included everything expected of a 
sapper unit in such an action. There were several casualties and 
1 wo awards of the military medal in the regiment. Concentrating 
at Querrieu, August 21-22, the regiment entrained at Amiens on the 
24th and left for St. Mihiel, where it was attached to the Fifth 
Corps, First x\merican Army. 

305th Engineers, 80th Division. — The regiment arrived in the 
British Samar training area near Boulogne June 17, 1918. While 
there it reequipped and engaged in Infantry and Engineer training 
according to schedule. On July 4 the regiment entrained and pro- 
ceeded to Beauval, where the 80th Division went into front-line train- 
ing, brigaded with British divisions of the 4th, 5th, and 6th British 
Corps until August 18. All companies of the 305th Engineers en- 
gaged in Engineer duties pertaining to a division in the line. Two 
companies were assigned to each of the three British corps. Their 
work included trench, entanglement, dugout, pill-box, and road com 
struction, both in front line and in second position. Considerable 
survey, reconnaissance, and demolition work was also done. 

The regiment was relieved on August 18, and on the 22d entrained 
for the American training area in the vicinity of Chatillon-sur-Seine. 

303d Engineers, 78th Division. — Arriving in the British Alincthun 
training area near Boulogne on June 18, 1918, the regiment re- 
equipped and engaged in Infantry and Engineer training under 
supervision of British engineer officers until July 3. On the latter 
date the regiment marched to the Oudezeele area, where its Engineer 
training was considerably broadened by better facilities. The regi- 
ment entrained July 27 for St. Pol. where it rejoined its division. In 
the British area about St. Pol the regiment continued its training 
according to schedule, carrying on also some dugout and hut con- 
struction and surveys. It entrained August 20 and moved to the 
11th American training area in the vicinity of Jussey. 

102d Engineers. >7tlt Division. — The 102d Engineers arrived in 
the British training area in the vicinity of Noyelles on June 4, 1918, 
and Avas fitted with gas masks, equipped with British rifles, bayonets, 
and helmets and instructed in their use. Other instruction in British 
practice was given under direction of British Royal Engineer officers 
until the 18th of June, when the regiment began moving to the area 
of the British Third^Army. It arrived at Beauval, between Doullens 
and Amiens, on the 20th, and there continued schedule training until 
July 2. when it entrained for the area of the British Second Army, 
t<> the north. The regiment was there detailed to the construction 
of the East Poperinghe line of emergencv works, which had alreadv 



MILITARY ENGINEERING. 169 

been laid out and partly constructed. On July 25 a platoon from 
each of the companies was detailed for six days with the 41st British 
Division in the line for training purposes. Behveen the 1st and 18th 
of August three platoons of all companies of the regiment were 
detailed for six-day periods to the 41st Division, British Expedition- 
ary Forces, in the line, in the capacity of divisional engineers. From 
August 21 to 31 the regiment engaged in the forward area defense 
construction over the British Nineteenth Corps front. On the 31st 
and through the three following days it participated with the 27th 
Division in a slight advance of the corps front in the Dickebusch 
area, just south of Ypres. The regiment, with its division, was re- 
lieved from the line on the 3d of September and moved south to the 
vicinity of Doullens, where, with the 30th Division, the 27th became 
the British Third Army's general headquarters reserve. A few days 
later both divisions were transferred to the British Fourth Army, 
and as the Second American Corps continued under the British 
Fourth Army commander until cessation of hostilities, taking part 
in the operations described subsequently herein. 

105th Engineers, 30th Division. — The regiment arrived in the 
Licques British training area, near Calais, on June 18, 1918. Until 
the 28th of June it engaged in reequipping, receiving instruction in 
British practice and in Engineer training. During the 28th, 29th, 
and 30th of June the regiment marched to the Winnezeele area of the 
Second British Army. There until the 10th it continued its sched- 
ule training and engaged in the construction of the Winnezeele 
reserve line. 

In the period July 10 to August 17 the regiment, with the entire 
30th Division, engaged in training in various parts of the British 
Second Army's area. The regiment's work embraced all manner of 
field fortifications, as well as road and light railway construction and 
operation. Generally the system of platoon tours on various kinds 
of work was followed as has been described for the 102d Engineers, 
the platoons working with the division engineers of the 33d and 49th 
British divisions and with the pioneer battalions and foreways (light 
railway) companies. 

By the middle of August the 30th Division had completed its 
training to an extent deemed sufficient to qualify it to take over a 
sector of the front, and on the 17th of August it relieved the British 
33d Division in what was known as the Canal sector, just south of 
and adjacent to Ypres. On the night of August 26-27 the 105th 
Engineers, under British supervision, successfully launched a cloud 
gas attack from light railway trains. The 30th Division made an 
Infantry attack on its front simultaneously with the 27th American 
Division on its rijjht on the 31st of August. The attack of the two 



170 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

American divisions was entirely successful in its object of reducing 
a slight enemy salient. Companies E and F of the 105th Engineers 
were attached to the two attacking Infantry regiments of the 30th 
Division. Both companies were highly commended by the Infantry 
commanders. 

The Division was relieved on the night of September 3-4. and 
moved south to the army reserve of the First British Army near 
St. Pol, arriving on the 7th of September. The regiment there con- 
tinued its training until the 17th, when the division was transferred 
to the reserve of the Third British Army. The regiment then moved 
to Talmas, and on the 22cl the division was again transferred to the 
Fourth British Army, with which command it remained until the 
signing of the armistice. 

SECOND AMERICAN ARMY CORPS. 

The Second American Army Corps was organized on June 19, 
1918, for the administration of the American divisions training with 
the British. As has been related, the 10 divisions originally in the 
British area had been reduced to two, the 27th and 30th. In Sep- 
tember the 27th and 30th Divisions became components of the Brit- 
ish Fourth Army. On September 29 they were placed in line for the 
Fourth Army's attack on the Hindenburg line. The two American 
divisions took over a front between Le Catelet and Bellicourt, with 
British corps on either flank. The 102d and 105th Engineers laid 
the tapes for the Infantry jump-off, and one battalion of each regi- 
ment followed through on the reconstruction of roads over " No 
man's land" and the provision of water supply. Detachments of 
the regiments also were engaged in the destruction of enemy traps 
in captured works. 

Attaining their objective, the two American divisions were re- 
lieved and the line was carried forward by the Australian Corps, 
which passes through them. The two Engineer regiments, however, 
were retained on road and light railway construction immediately 
behind the advancing front. 

On October 6 the Second American Corps assumed tactical com- 
mand of the. two American divisions, and on that date relieved the 
Australian Corps. In the continuation of the Fourth Army's ad- 
vance, the Second American Corps was in the center, the Ninth Brit- 
ish Corps on its right, and the Thirteenth British Corps on its left. 
The 30th Division held the Second Corps' line and the 27th Division 
was in reserve. The sector taken over bj^ the Second Corps on Octo- 
ber 6 had for its northern boundary the*line Haut Allaines (inclu- 
sive) Templeux-la-Fosse (exclusive), Templeux-la-Guerrard (inclu- 
sive), Mount St. Martin-Beaurevoir (exclusive), Premont (exclu- 
sive), Busigny (inclusive). Its southern boundary was the line Brie 



MILITARY ENGINEERING. 171 

Le Mesmel, Cartigny (inclusive). Hervilly (inclusive). Etricout 
Montbrehain (inclusive). Bohain (inclusive). 

The Engineer troops of the Second Corps, outside of the divisional 
engineers, were furnished by the British when the sector was taken 
over. They consisted of two Army troops companies, two Australian 
tunnelling companies, three labor companies, and a detachment of 
electrical and mechanical troops. They were in command of a 
British officer, serving as chief royal engineers of the Second Corps, 
under the corps engineer. On the date of taking over, the 102d Engi- 
neers (27th Division) had been temporarily detached for work on 
roads across " No man's land," under the Thirteenth British Corps, 
but rejoined the Second Corps on October 8. Thej- then served as 
corps troops until the 27th Division went into the line. 

The items of Engineer work of pressing importance in the corps 
area on October 6 were the improvement of the water supply and 
the maintenance of the road across the " No man's land." The only 
available water supply for the forward lines at this stage of the 
operations was the St. Quentin Canal, which there runs in a deep 
cut and tunnel. A pumping plant to deliver water to the top of the 
cut had been installed, water sterilizing lorries established, and horse 
troughs put in. As that water point had to supply the horses of all 
the Artillery in the corps, as well as the forward division, there was 
much congestion at the point. As rapidly as possible the horse 
troughs were extended and the water point improved. Forty lorries 
were engaged in hauling stone to keep up the main supply road of 
the corps in the section between Hargicourt and Bellicourt, where it 
crossed the shell-torn area. 

October 8 to 11 the 30th Division attacked and advanced the line 
to the west side of the Selle River. East of the line Premont-Bran- 
court, enemy demolitions were numerous, including some nine road 
craters, obstruction of streets in villages by blowing buildings into 
the road and the destruction of overhead railroad bridges. The 
105th Engineers executed the advance Engineer work, and with the 
assistance of the Australian tunnelling companies, filled or by-passed 
the craters. The 102d Engineers as corps troops, at first maintained 
the Haricourt-Bellicourt road, and subsequently, assisted the 6th 
Canadian railroad battalion in the construction of a light railway 
line for the supply of the corps. The advance uncovered a con- 
siderable number of wells, and the water situation was thus relieved. 

The interval between October 11 and 17 was spent in completing 
the repairs to the road craters, and in preparing for a further ad- 
vance. The 102d Engineers then rejoined its division. The 105th 
Engineers continued the work on light railways. One Australian 
tunnelling company was relieved and replaced by an Army troops 
company. 



172 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

On October 17, the 27th and 30th Divisions attacked side by side, 
crossed the Selle River, and carried the line to the heights overlook- 
ing the Sambre-Oise Canal. Each divisional Engineer regiment 
within its sector and the corps troops took over all work in rear, suc- 
cessfully executed all bridging operations in connection with the 
crossing of the Selle River. The Australian tunnelling company sub- 
stituted heavy bridges where necessary, and completed the clearing 
of an enormous pile of debris across the road east of St. Souplet, 
caused by the destruction of the high brick viaduct that had carried 
the railway over the road. 

On October 19-20 the divisions of the Second Corps, exhausted and 
depleted by the month's fighting, were withdrawn east of Amiens, 
except one battalion of each divisional Engineer regiment, retained 
for light railway work. Before needed replacements were received, 
the armistice had been signed. 

UNITED STATES DIVISION ENGINEERS WITH FRENCH FORCES. 

SECTOR OCCUPATION AND DEFENSE, INCLUDING THE " SECOND BATTLE OI 

THE MARNE." 

Prior to the opening of the German offensive in March, 1918, the 
guiding principle of the general staff, American' Expeditionary 
Forces, for the employment of arriving American divisions was that 
each division as it reached France would be sent to a specially chosen 
training area for a period of from one to two months. During that 
period the division would be equipped and receive its special train- 
ing. Upon the completion of that preliminary period the division 
would be brigaded with French divisions in quiet sectors of the front 
for a month or six weeks duty in the trenches. Following that term 
of actual combat service the division would be reassembled in a 
training area and given a month of additional instruction, in which 
attention would be especially devoted to maneuvering as a division. 
Upon completion of the last month of training the division would 
take its own sector in the line. 

The German advance toward Amiens on March 21, 1918, caused 
practically the entire abandonment of these plans. On that date 
only one United States division, the 1st, had completed the entire 
schedule. However, the 2d, 26th, and 42d Divisions had progressed 
to the point of sharing subsectors of the line by brigades with 
French brigades. Following the advance of the enemy on the 
Somme during the last week of March, Gen. Pershing turned 
over to Marshal Foch all available American combat divisions, 
and from that time until the beginning of the reduction of 
the Chateau Thierry salient all American divisions not with the 
British operated as elements of French army corps in the occupation 



MILITARY ENGINEERING. 173 

or defense of various sectors of the line. After Chateau Thierry, 
American army corps assumed tactical command of certain divisions. 
The operations of the Engineer regiment of each division under 
French army corps command will, therefore, be related only in con- 
nection with the operations of its division up to the time its division 
passed into American army corps command. From the inauguration 
of tactical command by American army corps the operations of 
Engineer units therein will be considered with relation to those of 
the corps operations. 

1st Engineers, 1st Division. — The 2d Battalion, 1st Engineers, 
having participated with the French in the construction of front- 
line defenses in the Ansauville subsector north of Toul from January 
21, 1918, and the 1st Battalion from February 1, the regiment was 
well qualified to discharge the duties of divisional engineers when 
it was withdrawn from its training in the latter part of March. 
Following the transfer of American divisions to the French high 
command, the 1st Division having been relieved by the 26th Amer- 
ican Division, was moved from its sector to position in reserve at 
Chaumont-on-Vexin, in the rear of Montdidier sector. On March 
28 the regiment had moved into the line, and until the 13th of July 
engaged in the construction of trenches, entanglements, dugouts, and 
the maintenance and construction of roads in the vicinity of Mont- 
didier. On May 24 Company D moved to Froissy, to join the 28th 
Infantry in its practice for an offensive against Cantigny. The 
attack was made on the night of May 27 and morning of the 28th. 
The company advanced with the Infantry when the latter took the 
town, and there constructed strong points, working under intense 
enemy artillery fire for five hours. Having completed its work, 
the company was reassembled in rear for use as reserves. It was 
returned to the line as Infantry on the 28th, and continued such 
duties until the night of May 30. A citation in 1st Division orders, 
June 22, reads : 

Company D, 1st Engineers, Capt. H. L. Smith, jr., commanding, although 
handicapped at the beginning of the action by the loss of two officers killed 
and one wounded, nevertheless carried out its mission in a highly efficient 
and satisfactory manner; in addition to its duties as an Engineer company 
it acted as an Infantry reinforcement, and during the three days suffered 
severely in killed and wounded. 

The regiment was concentrated at Roissy, July 13, and with the 
division moved to a place in line on the west face of the Chateau 
Thierry salient. The division front was Ambleny southeast to 
Dommiers. On its right was the 1st Morrocan (French) Division, 
and on the latter's right was the 2d (American) Division. Their 
objective was the heights just south of Soissons. 



174 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

With the others, the 1st Division attacked on the morning of July 
18. During the first two days of the advance the 1st Engineers, 
besides serving as Infantry reserves, engaged in road construction 
and in assisting the advance of the tanks. After the second day, 
however, the regiment did no engineer work, but was employed 
entirely as Infantry. That the division and brigade commanders 
rated the regiment highly as combatants is made evident by the fact 
that its elements were assigned most important objectives for attack 
and most difficult points for defense against counterattack, and also 
by the fact that the casualties in the regiment totaled 157. Coming 
out of action on the 22d of July, the regiment moved to Beau- 
marchais, and there rested until the 29th. Leaving Beaumarchais 
on the 30th of July, the regiment was moved with the division to a 
position in the line in the Saizerais sector, northeast of Toul. The 
sector being very quiet up to the inauguration of preparations for 
the St. Mihiel offensive, the regiment engaged principally in rest, 
engineering training, reequipment, and maneuvers with the division. 
Its participation in that offensive will be described under a subsequent 
heading. 

Ul Engineers^ ..V Division. — The 1st Battalion was detached from 
the regiment, then engaged in training with its division in its train- 
ing area on February 26, 1918, and on the following day. to sup- 
plement the 1st Engineers, joined the 1st Division in the Ansauville 
subsector, north of Toul, occupied jointly with the French. The 
battalion there received front-line training similar to that given to 
the 1st Engineers until May 9, when it rejoined its regiment with 
the 2d Division. 

In the meantime, on March 15, the regimental headquarters and 
the 2d Battalion had left with the 2d Division for a tour of front-line 
training with the French in the Robert Espagne and Sommedieue 
sectors, south of Verdun. It was there the 1st Battalion joined the 
regiment. 

The German drives of March and April caused Marshal Foch to 
retire his reserve divisions from positions in training to points where 
lung movements might be facilitated. Accordingly the 2d Division, 
which had been turned over to him, was assembled near Bar-le-Duc, 
May 10-12, and after a week of cleaning up, reequipping, and drill- 
ing, the Engineer regiment was moved with the division on the 20th 
Co the vicinity of Chaumont-en-Vexin, from which latter point the 
1st Division had already gone into line at Cantigny. It was intended 
that the 2d Division should relieve the 1st Division and the 2d En- 
gineers had received orders to proceed int# line near Monticlier when, 
on the afternoon of May 30, the orders were rescinded, and the entire 
2d Division was prepared for its march to the Chateau-Thierry 



MILITARY ENGINEERING. 175 

front, where it was thrown in to stop the advance of the enemy west 
of Chateau-Thierry. On June 3 the division took over a line thinly 
held by the French, and running through Hill No. 142, south and 
east, through Lucy-le-Bogage, Tiangle, Le-Thiolet to La-Mouette 
Farm. The division front was held on the left by the 4th (Marine) 
Brigade, 5th and 6th Marines, and on the right by the 3d (Infantry) 
Brigade, 9th and 23d Infantry. 

The Germans attacked principally at Lucy-le-Bogage, on the fol- 
lowing day, and were decisively repulsed. On the 6th the division 
began its attack which continued day after day in spite of vigorous 
enemy counter attacks. By July 10, when the division was relieved, 
it had won Belleau Wood, Bouresches, Dois de la Maritte, and Vaux. 
It had forced back the German line approximately a mile and a half, 
so that the division front was established on the line running south- 
easterly from Hill No. 126. and including Belleau Wood, Bouresches, 
and Vaux. 

The 2d Engineers was engaged as Infantry throughout almost the 
entire period of defense and offense, the 1st Battalion attached to the 
32d Brigade and the 2d Battalion attached to the 4th Brigade. Ele- 
ments of the regiment, nevertheless, did procure sufficient relief 
from action as combatants, by working at night, to construct a very 
strong second line of defense approximately upon the division's origi- 
nal jump-off position. The excellence of the 2d Engineers as a com- 
batant unit is attested by numerous citations concerning its work in 
the 2d Division's advance. It is significant that all or part of the 
2d Engineers participated with the Marine and 3d Infantry Brigade 
on an equal footing as combatants in every action in that defensive 
and offensive operation which so covered those brigades with glory. 
The extent of the regiment's casualties is indicated by the fact that at 
the end of the series of actions one company mustered 30 men. The 
regiment's technical ability, however, was afforded no opportunity 
for test in the operation. The 2d Division, after stabilizing its line, 
was relieved by the 26th Division, the 101st Engineers taking over 
from the 2d Engineers. The latter regiment then withdrew to the 
vicinity of Montreuil-aux-Lions, where, until July 16, it rested, re- 
fitted, drilled, and accomplished some work on the corps defense 
line. On the 16th it moved in camions with the division to its sector 
in the line southwest of Soissons. The 2d Division took over to the 
right and south of the 1st Morrocan Division, on whose left was 
the 1st (American) Division. The southern point of the 2d Divi- 
sion's line of attack was Chavigny Farm. The objective of the three 
divisions, has already been described. The 2d Division attacked on 
the morning of the 18th, advanced 8 kilometers in the first 26 hours, 
and took its obectives. 



176 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



During the advance both battalions of the 2d Engineers were at- 
tached to attacking Infantry elements. As new positions were taken 
they were consolidated and partially manned by the Engineers. From 
darkness until 2 a. m. on the night of July 19-20 both battalions 
worked on the organization of the division's new front, part of the 
men working their rifles where they were needed and the others 
working their intrenching tools on the defense works. Withdrawn 
from the front line at 2 a. m. on the 20th, the regiment and the divi- 
sion were relieved from the sector on that day, retiring to the vicinity 
of Meaux. On the 30th, after a slight rest and some reequipping, 
the regiment moved with its division by train to Champigneulles, 
near Nancy, in preparation for the St. Mihiel offensive. 

101st Engineers, 26th Division. — The 101st Engineers remained in 
training with its division in the Neufchateau training area until 
February 7, 1918. Leaving Liffol-le-Grand on the 8th, the regiment, 
less Companies B and C, moved to the Soissons front, where it en- 
gaged in field fortification work, the companies being attached to 
French engineer units and operating under the direction of French 
engineer officers. The sector was quite lively at the time, and the 
work, consisting of entanglement, trench, and dugout construction, 
repairing of roads, erection of camouflage, and building of machine- 
gun emplacements, was accomplished under shell fire a great part of 
the time. Regimental headquarters and four companies continued 
their training with the French until March 21. The casualties were 
2 killed, 8 seriously wounded, and several others slightly wounded or 
gassed. One officer and 14 men received the Croix de Guerre. Com- 
panies B and C in the meantime had remained in charge of the move- 
ment of divisional property from the Neufchateau training area to 
Orquevaux training area. The regiment, less Companies B and C, 
ordered to rejoin its division, reached the French sector March 22. 
The division having completed its tour of training with the French, 
had preceded the regiment to that area. 

The 26th Division relieved the 1st Division in the Ansauville sector, 
north of Toul during the latter part of March, and by the 31st all 
companies of the 101st Engineers were on duty with the division. In 
addition to the sector taken over from the 1st Division, the 26th Divi- 
sion relieved an adjacent French division. The 101st Engineers 
therefore was charged with the engineer duties of a two-division 
front, which in April became exceedingly active. A vast amount of 
engineer work was required in the sector upon the arrival of the regi- 
ment, and a great deal more was made necessary by two fairly heavy 
attacks of the enemy, including the battle of Seicheprey on April 20. 
The two engagements caused serious destruction of existing defenses. 
All field works had to be rebuilt and their former strength increased. 






MILITARY ENGINEERING. 177 

The second and third positions of the sector were also considerably 
strengthened, all work being done by the regiment or by Infantry 
under the direction of Engineer personnel. 

The regiment continued in the construction and supervision of field 
fortification and in the operation of dumps and a sawmill, until re- 
lieved by the 307th Engineers, 82d Division, and two companies of 
the 154th French Division, on June 28. 

Entraining in four sections on the 29th and 30th of June, and the 
1st of July, the regiment moved with the 26th Division to the relief of 
the 2d Division, which during its advance, June 6-July 10, had estab- 
lished a new front line running north and west from Chateau Thierry 
and including Belleau Woods, Bouresches, and Vaux. The 26th 
Division relieved the 2d Division July 10, the 101st Engineers taking 
over from the 2d Engineers. The operations of the 101st Engineers 
with the 26th Division in its advance from that line were under the 
First American Corps commander, and will be described further on. 

117th Engineers, J$d Division. — The 117th Engineers left the 
Langres divisional training area February 19, 1918, for the vicinity 
of Luneville. There the division was brigaded with the French in 
the Luneville and Baccarat sectors. The Engineer regiment was 
distributed over a wide area and engaged in field fortification work 
under supervision of French engineer officers. The division took 
over the Baccarat sector from the French on March 29 and 
until June 18, 1918, the Engineer regiment discharged all the 
divisional engineer duties of the sector. On the latter date the 
division was relieved by the 77th Division and proceeded by rail to 
the Champagne front. It was there assigned a part of the second 
defensive position in the Suippes sector. The 117th Engineer regi- 
mental headquarters was at Vadenay with the divisional head- 
quarters. The regiment made every effort to deepen and improve 
the second position, and by July 14, had it in such shape that it 
could be occupied and defended. 

The German offensive in that sector began on the night of July 
14-15. On the 15th, the 117th Engineers relieved the 165th Infantry 
in support. The German attack having been decisively repulsed, the 
42d Division was ^taken out July 19 and moved to the Chateau 
Thierry front. 

4th Engineers, Ifth Division. — Having left the British Army areas 
and arrived in the vicinity of Meaux on June 13, 1918, while the 
German Aisne-Marne offensive toward Paris was yet strong, the 
regiment was moved with the 4th Division into the areas of the 
Second and Seventh French Corps in line northwest of Chateau 
Thierry. The 4th Division less the 7th Brigade operated with the 
Seventh French Corps, under the commanding general of the 164th 
127071—19 12 



178 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 






French Division. The 7th Brigade operated in the sector to the 
north, with the Second French Corps. Companies A, B, C, and D 
of the 4th Engineers were attached to the division while Companies 
E and F were attached to the 7th Brigade in the Second French 
Corps area. The division participated in the advance of the two 
French Corps, operating under the Seventh French Army until 
July 23, when they had crossed the Soissons-Chateau Thierry road. 
On the latter date the 4th Division was withdrawn from the French 
Corps, reassembled, and assigned to the army reserve of the Sixth 
French Army on the right. It became available then as First 
American Corps reserve. The work of the Engineers in the 4th 
Division's advance northwest of Chateau Thierry was principally 
consolidation of positions taken by the advancing Infantry, although 
considerable road work was accomplished. The casualties of the 
4th Engineers during the six days of action were quite heavy. 

FIRST AMERICAN ARMY CORPS. 

The First American Army Corps was authorized January 9, 1918, 
and organized January 20. On June 21, 1918, the First Corps 
established headquarters at La Ferte-sous-Jouare and was placed 
in administrative command of the 1st, 2d, 3d, 4th, 26th, and 28th 
Divisions, constituting at that time the Paris group. For 10 clays 
the First Corps operated in conjunction with the Third French 
Corps. The corps engineer handled the work of the corps" sector 
in collaboration with the chief engineer of the French Corps. On 
July 4 the First American Army Corps formally took over from 
the Third French Corps the sector immediately northwest of Chateau- 
Thierry, the front line running in a northwesterly direction from the 
vicinity of Vaux to the vicinity of Bussiares. At that time the 
sector, which was under the Sixth French Army, was held on the 
left by the 167th Division, Infantry (French), and on the right by 
the 2d Division (American). 

It has been related that the 26th Division relieved the 2d Division 
in the First American Corps sector on the 10th of July. The First 
American Corps at the beginning of the offensive had the 26th Divi- 
sion in line on the right, the 167th French Division on the left, and 
the 42d American Division in reserve. It later had the 4th American 
Division. 

101st Engineers, 26th Division. — On the morning of the 18th the 
two divisions in line attacked and continued their advance to a north- 
west and southeast line halfway between Beuvardes and Fresnes. 
which they reached on July 25. The 49tl Division then relieved the 
26th Division and the French Division. 

During the advance of the 26th Division several details from the 
101st Engineers were attached to the Infantry and, acting as com- 



MILITARY ENGINEERING. 179 

batants, took part in the attack in addition to their work as en- 
gineers. The main work of the regiment during the advance, how- 
ever, consisted of repair and maintenance of roads. Road work was 
of special importance, owing to the great distance of the advancing 
front lines from the railhead, and also because of the great volume 
of troops and transport concentrated upon the few roads available. 
After the relief of the 26th Division, on July 25, the 101st Engineers 
continued on road work under the direction of the corps engineer, 
following closely behind the 42d Division to the line established on 
the Vesle, until August 3* On the latter date the regiment was 
relieved from duty under the corps engineer and returned to its 
division near Chateau-Thierry, where it remained until August 13. 
On the latter date the regiment departed with its division for the 
Chatillon-sur-Seine training area. It remained there until August 
31, thence departing for a position in readiness for the St. Mihiel 
attack. 

117th Engineers, l$d Division. — The 42d Division relieved the 26th 
Division in the Bois de la Fere on July 25. In its attack the 42d 
Division advanced very rapidly to the Ourcq River, and there fought 
for several days. Two companies of the 117th Engineers had been 
assigned to keep up the bridges over the Ourcq River. There they 
had many casualties, but kept the bridges rebuilt as fast as they 
were shot away. All of the other companies worked on the roads 
from Trugny up to the Ourcq. On July 28 these four companies 
were placed in divisional reserve, and on the night of August 1 they 
were ordered into line for an attack to take place on the following 
morning. The attack was made, and the 117th Engineers advanced 
to Chery Chartreuve, where it was relieved of its Infantry duties. 
At the time it was relieved the regiment, less the two companies, was 
the farthest advanced element of the division, or of any element of 
any division on the right or left of its division. Upon the relief of 
the 42d Division by the 4th Division, on August 2, the 117th En- 
gineers was placed under the direction of the corps engineer and 
assigned to the construction of defensive positions to the front and 
rear of Chery Chartreuve. 

The 117th Engineers was relieved from duty with the corps engi- 
neer and returned to the division on August 11, when it moved back 
to entraining points at La Ferte and Chateau Thierry. The regi- 
ment then proceeded with its division to the Bourmont training area, 
where it arrived on August 20. It remained there until the 28th, 
when it departed for the St. Mihiel offensive. 

4th Engineers, 4th Division. — The 4th Division relieved the 42d 
Division north of the Ourcq, between Mareuil and Dravegny, August 
2. On the following day the 4th Engineers moved into the division 
sector. During the next five days of the division's advance and check 



180 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

at the Vesle, the regiment was engaged principally in repairing 
shelled roads, camouflaging roads, placing wire entanglements, build- 
ing foot bridges across the Vesle^ clearing passages for the Infantry, 
and burying horses. The regiment was under Artillery fire during 
the entire period, its casualties reaching a total of 210. From August 
9 to 12, the regiment engaged in road repair and then withdrew. The 
4th Division having been relieved by the 77th Division, the 302d En- 
gineers taking over from the 4th Engineers. Until the end of the 
month, the regiment engaged in rest and training. It then departed 
for an American training area to refit and train until the 9th of 
September. On the 9th the regiment left with its division for a posi- 
tion in the St. Mihiel salient. 

Corps Engineer operations. — The principal duties of Engineers 
coming under the direction of the corps engineer, First Corps, were 
the construction and maintenance of corps roads, the organization of 
second positions, and the supply of Engineer materials and shelter 
for troops. The corps engineer received a few Army road troops 
from the Sixth French Army, and on the 20th of July, Companies 
B and D of the 30th Engineers were assigned to him for road work. 
It has been related that the 101st Engineers and the 117th Engineers 
were used as corps troops upon the relief of their divisions. On July 
24, the 308th Engineers arrived in the sector as a corps engineer regi- 
ment, and from July 26 until the relief of the corps on the 4th of 
August it was engaged in road repair and maintenance. On the latter 
date two French engineer companies and two battalions of French 
labor troops and the 1st Battalion of the 1st Pioneer Infantry as 
corps troops also began road work under the corps engineer. The 
First Corps turned over its sector to the Third American Corps on the 
4th of August and assumed a position in readiness for the St. Mihiel 
offensive. All corps Engineer troops were turned over at the same 
time. 

6th Engineers, 3d Division. — Having functioned as Army troops 
with the British Expeditionary Forces as related, the 6th Engineers 
next joined to the Third American Division on the 11th of June, 
and until July 14 engaged in the construction of defense works on the 
division's front, extending from just east of the Surmeline River to 
Chateau Thierry. A strong German attack, preceded by a heavy 
bombardment, was launched on the morning of July 15. Four com- 
panies of the regiment were at the time acting as Infantry regimental 
reserves, and the other two acted as part of the divisional reserve. 

On the night of the 21st of July, Companies B and F, in prepara- 
tion for the division's advance, constructed footbridges across the 
Marne at Fossy and Mezy. On the following night they threw across 
the Marne at Mezy a pontoon bridge consisting entirely of captured 
German material. The division began its attack on the 21st. using the 



MILITARY ENGINEERING. 181 

footbridges built by the Engineers. It took the north bank of the 
Marne and then swung northeastward, continuing its advance toward 
the Aire River until July 28, when the left half of its front was 
taken over by the 28th Division which in turn was, three days later, 
relieved by the 32d Division. In the meantime two companies of the 
6th Engineers had completed, by noon of July 27, a heavy trestle- 
bridge across the Marne at Mezy, materially aiding the division's 
communications by „ relieving the ponton structure of the heavier 
traffic. The ponton bridge at Mezy was then removed and thrown 
across down the Marne at Jaulgonne. It was opened to traffic at that 
point on the morning of the 28th. The part of the regiment not 
engaged in the foregoing bridge operations was engaged as Infantry 
support and in the construction and repair of roads in the area of the 
division's advance. 

The 6th Brigade of the 3d Division continued on to the Vesle, 
which was reached August 4, Companies B and C of the 6th Engi- 
neers accompanying the 6th Brigade. Company B built a timber 
bridge on the Gaussoncourt-Coulonges road on the 2d of August, 
and on the 4th replaced it with a heavier structure capable of carry- 
ing all loads. Between the 4th and 10th of August the two compa- 
nies built many bridges in the area of the brigade advance, besides 
accomplishing a great deal of road repair. The other four com- 
panies of the 6th Engineers had remained in the vicinity of the 
Marne, engaged in the construction of permanent heavy bridges and 
of emergency defenses. On August 10 the 6th Brigade and two 
Engineer companies in the line were relieved by the 28th Division, 
and the entire division was relieved from the sector on August 14. 
The regiment then moved with the division to the Gondrecourt area, 
where it engaged in refitting and training. 

103d Engineers, 28th Division. — Having arrived in the Paris group 
after leaving the British areas in June, 1918, the 28th Division 
became a part of the French Sixth Army reserve. Elements of the 
28th Division served with French and American divisions during the 
attack north of Chateau-Thierry during the latter part of July, and 
on August 9 the division relieved the 32d Division, which at that 
time was part of the Third American Corps. Until the division 
went into line as a whole on that date, the 103d Engineers functioned 
as a corps regiment, first under a French corps and then under the 
Third American Corps. Its principal operations were the construc- 
tion of lines of resistance, repairing roads and bridges, the erection 
of camouflage, and salvaging material. When its division went into 
line on the Vesle the regiment engaged in the construction of defenses 
on the division front and in bridge work on the Vesle. 

107th Engineers, 32d Division.— 'The 107th Engineers joined its 
division, which had taken over a French sector in Alsace, on June 



182 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

26, 1918. Until July 20 the regiment engaged in divisional Engineer 
work in this sector. The 2d Battalion, less one company, was 
assigned to work on the front-line trenches and the 1st Battalion 
operated directly under the orders of the French corps engineer on 
the second line of defense. In addition, detachments of the regi- 
ment operated the Engineer dumps and sawmills and did consider- 
able surveying and mapping. 

With the division, the regiment left the Alsatian sector July 23 
and moved to the Chateau-Thierry front. There the division went in 
on the right of the 42d Division's advance toward the Vesle, reliev- 
ing the 28th Division, which for three days had taken over the front 
of an advancing French division and half the front of the 4th Divi- 
sion, on the right of the latter. The 32d Division then continued 
the advance to the Vesle. 

Because of the fact that all troops and transport of the 32d Divi- 
sion, the assisting elements of the 28th Division, and French corps 
artillery had only one road available during the advance, the Engi- 
neers' problem became entirely one of road maintenance. All roads 
were found pitted with shell holes, and in three places mines had 
completely destroyed the road. Also three indispensable bridges of 
about 25-foot span had been totally wrecked. As showing the man- 
ner in which the Engineer regiment performed its duties, it may be 
stated that all movement orders were issued at division headquarters 
on the supposition that the roads were in good condition throughout 
their entire length, and that, though obstacles due to demolitions 
were known to exist when the orders were written, repairs would 
be completed before the troops had reached their locality. These 
plans of the division staff were actually carried out without inter- 
ruption as far as transport facilities were concerned. Although it 
had been raining heavily during the greater part of the advance, 
there was no instance of vehicles being mired on the division's roads. 
In regard to bridging, the case of the bridge at Coulonges may be 
cited. It had been a 25-foot steel-girder bridge and was completely 
demolished by the retiring enemy. The Infantry advance reached 
the crossing late one afternoon. By 1 o'clock the following after- 
noon the bridge had been replaced by a structure built of material 
from ruined houses in the immediate vicinity. That hastily assem- 
bled bridge not only carried all traffic of the division, but in addition 
carried with perfect safety a train of heavy artillery, each piece of 
which brought a 20-ton load on the bridge. 

Up to August 9, when the division was relieved, the regiment had 
built 6 bridges and repaired 5; had built 5 culverts and filled 3 
large mine craters; had demined 3 bridges and culverts; had con- 
structed 1 kilometer of new road and repaired 32 kilometers of old; 



MILITARY ENGINEERING. 183 

had cleared 3 towns of debris, and constructed two dugouts, all in 
addition to maintaining a detail of 10 officers and 30 men daily on 
engineer reconnaissance, from which were made 7 maps in 535 copies. 

On two nights all preparations were made for bridging the Vesle 
River with either foot, pontoon, or trestle bridges, as the situation 
might demand. In each case it was found impossible to subdue the 
enemy's fire on the sites sufficiently to permit the work to progress, 
and no bridge was actually built. Fords, however, were located 
and subsequently used. Much of the work was done in areas sub- 
ject to gas, shell, and machine-gun fire. Some of the reconnaissance 
was accomplished not only in advance of the division's Infantry but 
on one occason well within the enemy's lines. 

Upon the relief of the 32d Division the 2d Battalion of the 107th 
Engineers was attached to the 28th Division and the 1st Battalion 
to the 6th Brigade of the 4th Division, to assist In the construction 
of the bridges over the Vesle. On two consecutive nights all prepa- 
rations were made, including the bringing up of material for all 
types of bridges, but as before the operation was prevented by hos- 
tile fire. The regiment, relieved from that duty on August 11 and 
withdrawn to the rear, continued road and bridge repair work under 
direction of the chief engineer, Third Corps, of which its division 
became the reserve until August 31. Leaving September 1 for the 
French sector just north of Soissons, the regiment was engaged in 
active operations with its own division there until the 6th. 

When it was relieved, and until the 26th, the regiment engaged in 
training and reequipping in the American divisional areas in prepa- 
ration for the Meuse-Argonne attack. 

302d Engineers, 77th Division. — As has been related, the 77th Di- 
vision relieved the 42d Division in the Baccarat sector June 17, 1918. 
The 302d Engineers, of the 77th Division, then continued the field 
fortification, road, and engineer supply operations of the 117th 
Engineers until the end of July. The 77th Division was then re- 
lieved by the 37th Division, the 112th Engineers relieving the 302d, 
which entrained for the Marne, where on August 4 the 77th Division 
relieved the 4th Division on the Vesle. The 302d Engineers then 
relieved the 4th Engineers and the 117th Engineers, also operating 
within the division sector. 

THIRD AMERICAN ARMY CORPS. 

The Third American Army Corps was organized late in June, 
1918, and given administrative command of several American di- 
visions. It assumed tactical command of the 28th, 4th, and 32d Di- 
visions about June 28, and with those divisions on the right of the 
First American Corps, carried the line from the Ourcq River to 



184 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

the Vesle. The Third Corps then took over also the First Corps 
front, holding it with the newly acquired 77th Division. The 302d 
Engineers of that division there completed the construction of a 
strong defense system on the south bank of the Vesle. 

The enemy began his withdrawal from the north bank of the 
Vesle on the 3d of September, and the Third Corps immediately 
crossed the Vesle in pursuit. The 302d and the 103d Engineers fol- 
lowed the Infantry, maintaining roads and constructing bridges 
over the river. 

Corps Engineer troops. — The 1st Battalion, 14th Engineers (L. R.) , 
formerly attached to the British Expeditionary Forces, reported 
August 2 to the corps engineer, Third Corps, for duty as corps 
troops. On August 7 the 2d Battalion reported for similar duty. 
The regiment was engaged principally in road and quarry work, 
but two of the companies made surveys for and began the construc- 
tion of a light railway line from the broadguage north of Trugny 
to Fere-en-Tardenois. Upon its withdrawal the 308th Engineers 
and the 1st Pioneer Infantry were turned over to the Third Corps 
by the First Corps. They engaged in road and bridge work, clean- 
ing up ground for aviation field, and in salvaging and the operation 
of engineer dumps. Other units assigned to the Third Corps by the 
First American Army, which had been organized August 10, 
were: Company A, 23d Engineers (road company); 10th Truck 
Company, 23d Engineers; Company D, 26th Engineers (water sup- 
ply) ; Company C, 27th Engineers (mining) ; detachment 30th En- 
gineers (gas and flame) ; detachment 10th Engineers (camouflage) ; 
and detachment 461th Engineers (ponton company). 

Army Engineer troops. — The chief engineer of the First Ameri- 
can Army had established headquarters at La Ferte-sous-Jouarre 
on August 10, and when his headquarters moved to Neufchateau, 
August 13, in preparation for the St. Mihiel offensive, having cer- 
tain Army Engineer units available, turned them over to the corps 
engineer, Third Corps. These units, employed by the corps engineer, 
Third Corps, as indicated, were: Regimental headquarters and 
Company E, 37th Engineers (electrical and mechanical) ; Company 
A, 23d Engineers (road) : half of regimental headquarters, and 
Companies B and C, 27th Engineers (mining) ; one-half Company 
D, 26th Engineers (water supply) ; Company E, 11th Engineers 
(railway) ; and regimental headquarters and 2d Battalion. 14th 
Engineers (railway). 

During the period September 10 to 15 the Third American Corps 
was relieved from its front between the Vesle and the Aisne. The 
American divisions in the corps were moved to the rear and pre- 
pared to take positions in the Meuse. 



MILITARY ENGINEERING. 185 

OTHER DIVISIONS IX TRENCH SECTORS. 

7th Engineers, oth Division. — Beginning July 8, 1918, the 5th 
Division moved out of its training area and took over a French sec- 
tor at St. Die. in the Vosges. Until August 19 the regiment engaged 
in the construction of dugouts, trenches, machine-gun emplacements, 
wire entanglements, and trench mortar bases in the front and second 
lines, and the construction of shelters, roads, and camouflage in the 
rear. Details also accomplished considerable reconnaissance work, 
participating in patrols and raids with the Infantry. Other details 
were engaged in felling timber and the operation of several sawmills. 
The regiment retired with the division, August 20, for a period of 
intensive training in preparation for participation in the St. Mihiel 
offensive. 

317th Engineers, 92d Division. — On the 20th of August the 92d 
Division took over the St. Die sector from the 5th Division, the 317th 
Engineers carrying on the work of the Tth Engineers. The defenses 
in the town of Frapelle, captured by the 5th Division just prior to 
its leaving the sector, were organized by Company E, 317th Engi- 
neers. The operation entailed the carrying of a considerable quan- 
tity of engineer material under intense artillery fire, during the 
period August 23-28. Company D of the regiment working in the 
vicinity of Angleterre, was called into support of the Infantry Sep- 
tember 10, and did such work as to gain commendation from the 
brigade commander. The regiment withdrew with the division on 
September 21, and moved to a position in the rear of the First 
Army's Meuse-Argonne offensive. 

110th Engineers, 35th Division. — The 110th Engineers with its 
division moved into the Remiremont sector in the Vosges on July 1, 
1918, relieving a French unit. In addition to discharging the vari- 
ous duties of divisional engineers in war of position, the regiment 
accomplished a great deal of tunneling, for communications between 
numerous bomb-proof dugouts in hillsides. Another exceptional 
feature in the work of the regiment was the construction of an aerial 
tram. 

The 35th Division was relieved on September 1 by the 6th Di- 
vision, the 318th Engineers relieving the 110th Engineers. The 
regiment left the area with its division on September 1 for partici- 
pation in the St. Mihiel offensive. 

318th Engineers, 6th Division. — Having taken over the 35th Di- 
vision's sector in the Vosges on September 1, 1918, the 6th Division 
retained its occupation until October 10. During that period the 
division's Engineer regiment, the 318th, carried on the engineer 
work of the area. 



186 HISTOEICAL EEPOKT CHIEF ENGINEER A. E. F. 

The division was relieved by two French divisions on October 10, 
and left the area on the 13th. In the vicinity of Bussang (Vosges), 
the regiment drilled and reequipped until October 26. On the 27th 
the regiment entrained and departed with its division for the Meuse- 
Argonne offensive. 

112th Engineers, 37th Division. — The 37th Division relieved the 
77th Division in the Baccarat sector on August 3, 1918, and the 112th 
Engineers took over the work of the 302d Engineers. Until October 
4 the 112th Engineers engaged in construction of wire entanglements, 
dugouts, machine-gun emplacements, observation posts on the line, 
and of various forms of shelter in the rear. Details also engaged in 
gas-proofing dugouts, reconnaissance, map making, and reproduction, 
and the operation of a sawmill and shop at Baccarat. On September 
14, the division began moving out of the Baccarat sector. The, 112th 
Engineers was in position with its division for the Meuse-Argonne 
offensive, on September 22. 

104th Engineers, 29th Division. — The 29th Division, with the 104th 
Engineers attached, arrived in the French Corps area including Bel- 
fort, on July 7, 1918. The division, however, did not take over a 
sector in the line until August 9. The Engineer regiment until that 
time engaged in Infantry and Engineer drill. From that date and 
until September 21, while the division was in the line, the regiment 
engaged in construction of dugouts, trenches, and entanglements. It 
also maintained two division dumps and furnished details for work 
in the French Corps dump. 

Company C participated in two raids, its function being to breach 
the enemy wire by the use of bangalore torpedoes, which proved un- 
necessary, as the explosives were not used in either instance, it being 
found that the supporting barrage had entirely laid the wire. 

September 21 to 28, the regiment with its division was en route 
to a position in the area of the First Army's Meuse-Argonne advance. 

DIVISIONAL ENGINEERS WITH THE FRENCH IN BELGIUM. 

Owing to the depletion of the French forces advancing in Belgium 
during September, two American divisions participating in the First 
Army's Meuse-Argonne offensive, were withdrawn from the latter 
operation on October 6, sent to the rear for a short period of train- 
ing and reequipment, and then moved north to the vicinity of 
Vlamertinghe (Belgium). The two divisions, the 37th and 91st, 
with the 112th Engineers and 316th Engineers, respectively, at- 
tached, detrained in that area 011 the 19th, 20th, and 21st of October. 
The two divisions there became components of the Seventh French 
Army Corps, and participated in that command's Lys-Scheldt of- 
fensive, from October 29 to the cessation of hostilities on November 
11. 



MILITARY ENGINEERING. 187 

112th Engineers, 37 th Division. — The advance of the 37th Divi- 
sion began on October 28. One company of the 112th Engineers took 
charge of the pontoon and pasarelle bridges over the Lys, which had 
already been placed by French engineers. Another company was 
attached to the two Infantry brigades, and engaged principally in 
neutralizing traps and mines left by the retiring enemy. From Octo- 
ber 31 the other four companies followed the Infantry advance and 
maintained the axial road. The division having arrived at the 
Escaut (Scheldt) on the 8th and 9th of October, the 112th Engineers 
threw footbridges across the river for the Infantry's advance. On 
the following day a reinforced timber bridge, for all loads, was 
thrown across the Escaut. In addition, other footbridges were laid 
on the night of November 10-11. The regiment continued road and 
bridge construction and maintenance until November 21, when it 
moved back to Ardoye, Belgium. 

316th Engineers, 91st Division. — Although operating in the area 
of its own division, the 316th Engineers worked under orders of the 
chief engineer, Seventh French Army Corps, during the advance to 
the Escaut. Its principal activities were road and bridge construc- 
tion, the maintenance of the axial roads, and the removal of mines 
and explosives from bridge abutments, road crossings and traps. 
Among the bridges built by the regiment was a temporary timber 
structure in Wareghem, a similar one in the town of Audenard, and 
a pontoon bridge just north of the latter town. Bridge material was 
assembled at several places during the operation but changes in 
corps or division orders rendered the preparations futile. 

It is interesting that during the regiment's billeting period in 
Audenard — November 11-18, it removed approximately 300 mines in 
that town. They were planted chiefly in the main arteries of travel 
leading out of the city, and at intersections within the city. In 
some cases the location of the mines was revealed by the Belgian 
inhabitants. More than 400 mines were removed from the road be- 
tween Audenard and Wacken. 

OPERATIONS WITH THE AMERICAN FIRST ARMY. 

Eeduction of St. Mihiel Salient. 

The American First Army headquarters was organized in July, 
1918. It had been proposed that the First Army should begin its 
operation in the reduction of the Marne salient, and it was intended 
that it should use two American corps on that front, the First and 
Third, whose headquarters had already been organized. It will be 
remembered, however, that these corps, as components of French 
Army commands, had already reduced the salient from Chateau 
Thierry to the Vesle and there established their sectors of the new 



188 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

front. A new front was therefore selected for the first operations 
of the American First Army ; and this St. Mihiel salient where the 
enemy occupied the general line in front of Rouves, Cheminot, Reg- 
nieville-en-Haye, St. Baussant, Apremont, Fort du Camp des Ro- 
mains, Chauvoncourt (including the city of St. Mihiel), Spada, 
Seuzey, Combres, Tresauvaux, and Ville-en-Woevre. The line was 
strongly fortified and the enemy's forces were distributed in great 
depth in order to meet a strong attack. The composition and dis- 
position of the First Army was as follows : 

First Corps on the extreme right, extending from Port-sur-Seille 
west to Limey, with the 82d, 90th, 5th, and 2d Divisions in line and 
the 78th Division in reserve. 

Fourth Corps on the left of the First Corps, its front extending 
from Limey to Richecourt, with the 89th, 42d, and 1st Divisions in 
line and the 3d Division in reserve. 

Second French Colonial Corps, capping the point of the salient, 
with a front extending from Richecourt around Chateau-Thierry 
north to Mouilly. It had the French 29th and 36th Infantry Divi- 
sions and 2d Dismounted Cavalry Division in line and no reserve. 

Fifth Corps to the west of the salient and on the extreme left 
of the line, its front extending from Mouilly north to Watronville, 
with the 26th Division, 15th French Colonial Division, and elements 
of the 4th Division in line and the remainder of the 4th Division 
m reserve. 

The general plan of the offensive included — 

(a) An attack from the south through the wooded country south- 
east of Vigneulles. 

(b) A follow-up attack on the left flank of the southern attack. 

(c) An attack from the west over the eastern heights of the Meuse 
between Les Eparges and Seuzey toward Hannonville and Hatton- 
ville. 

(d) An exploitation and follow-up attack on the right flank of the 
western attack. 

(e) Eventual exploitation of all successes attained. 

The southern attack was to be made by the First and Fourth Corps 
from left to right. The follow-up attack on its left flank was to be 
made by the Second French Colonial Corps two hours after the 
southern attack had started. The French corps also was to make 
the attack given in (d) above, advancing two hours after the attack 
given in (c) above. The Fifth Corps was designated for the western 
attack. 

After four hours of Artillery preparation the Infantry advanced 
at 5 o'clock on the morning of September 12. To relate the opera- 
tions of each Engineer unit engaged in connection with the opera- 
tions of its command is not possible within the limits of this report. 



MILITARY ENGINEERING. 189 

The general Engineer operations of the three American corps will 
be presented, therefore, and followed by a summary of the salient 
features in the operations of the Army Engineers. 

First Army Corps. — The Infantry of the First Corps, preceded 
by divisional Engineers, who destroyed the successive bands of 
wire entanglements, had taken its final objective before dark on the 
day of the attack. The Infantry was accompanied by tanks and 
platoons of Engineers were employed in assisting the tanks over 
difficult terrain. The 2d Division took Thaiucourt and there re- 
mained then only the task of consolidating the new position and the 
effecting of a junction with the Fourth Corps on the left. The latter 
was effected on the following day. Divisional engineers were em- 
ployed in the construction of the defenses on the new line. By the 
14th the Infantry had again advanced and established a new line 
east of Jaulny, and on the 15th the final front was established just 
south of Rembercourt. 

On the final line the divisional Engineers, assisted by the Infan- 
try, dug an extensive system of defenses. The greatest task of divi- 
sional and corps engineers during the advance was the construction 
and maintenance of roads for heavy transport. The Infantry and 
the light artillery had swept forward regardless of their transport, 
and the preparation of two-way roads for the movement of supplies 
and heavy artillery was a difficult task. It had been anticipated that 
the roads of " No man's land " would be in bad shape on account of 
the long period of stabilized warfare, but they were bad beyond 
anticipation. To a large extent they had been obliterated by three 
years of shelling. They were in addition cut by trench crossings, ob- 
structed with wire and at intervals with tank traps. They were nar- 
row and without foundation, making almost complete reconstruction 
necessary through a width of more than a kilometer. It was impos- 
sible because of the enormous traffic to transport road rock from the 
rear, and walls in ruined villages were demolished and the stone 
used for rebuilding and repairing roads. 

The Engineer regiments of the divisions in the line, the 2d, 7th, 
315th, and 307th Engineers were employed principally in wire cut- 
ting in advance of the Infantry, assisting tanks, locating and destroy- 
ing enemy traps, building and repairing roads and bridges, repair- 
ing and operating light railways, locating and opening up water 
supply, and operating captured Engineer dumps. 

The 315th Engineer Train operated two wrecking trucks during 
the period of heavy traffic in the attack. They proved to be of great 
value, for the roads were extremely slippery. One of the wreckers 
pulled out 19 ditched trucks in one day. 

The following experience of the 307th Engineers is typical: On 
September 12, Company D opened the road, then in " No man's land." 



190 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

from Pont-a-Mousson into Norroy, demolishing buildings and build- 
ing a sheltered road into the town. Capt. Baird and Lieut. Andrews 
with 13 of their men picked up an Infantry patrol and captured 
Maison Gauthier, a machine-gun nest in the German lines. Com- 
pany E moved from Dieulouard to the Cantonnerie on September 
14, and on the 15th advanced with the Infantry from Norroy to 
Vandieres, organizing with the Infantry the new line from the hill 
northwest of Vandieres back to Norroy. Companies B and C on the 
night of the 15th organized the hills west of the Moselle from Pont- 
a-Mousson to Norroy, where there was an exposed flank . The above 
work by all four companies was rendered difficult by the extreme 
darkness, the fact that none of the officers had seen the terrain, and 
the lack of guides. The machine-gun positions were located largely 
by memory of the ground as shown on maps. The entanglements 
and trenches were laid out under gas and high-explosive shell fire. 
Despite such difficulties few changes were necessary when the work 
was inspected the next day. 

The 111th Engineers, Eirst Corps troops, and the 303d Engineers 
of the 78th Division in reserve, as well as the 53d Pioneer Infantry, 
rebuilt and maintained the roads of the corps area in the rear. 

The First Corps was relieved on the night of September 17 from 
its sector of the line by the Fourth Corps which continued to hold 
its sector on the left. 

Fourth Army Corps. — The 1st, 42d, and 89th Divisions took Mont 
Sec, Monsard, and Lamarche on the first day of the attack. On the 
following day they had taken St. Benoit and had formed a junction 
with elements of the Fifth Corps. Their advance was continued 
until September 18, when the front was established west and south 
of Etang de Lachaussee. The work of the divisional Engineers, the 
1st, 117th, and 314th Engineers, in the demolition of enemy defenses, 
the organization of positions, assistance of tanks, and construction 
and maintenance of roads was similar to that of the divisional Engi- 
neers of the First Corps. However, the advance of the Fourth 
Corps, having included an area threaded by the Rupt de Mad and 
its numerous branches, the divisional Engineers were required to 
build many more footbridges and to replace them later by timber' 
structures for heavy traffic. 

Company A, 1st Engineers, built five footbridges over the Rupt 
de Mad from Laheville to St. Eaussant. The timber for the bridges 
was carried 7 kilometers and the bridges were erected in from 5 to 
15 minutes. Company B built eight bridges across the same water- 
way between Laheville and Richecourt. The first wave of the 1st 
Division's Infantry used those bridges almost entirely in crossing 
the waterway. A 20-man detachment constructed a timber bridge 
for artillery and tanks in three hours ; another detachment prepared 



MILITARY ENGINEERING. 191 

a ford for artillery; another detachment, after damming the creek 
the night before, crossed with the first wave and prepared an artil- 
lery ford at Richecourt; another party of 28 men built a four-span 
artillery bridge at Richecourt in nine hours. The bridge carried 
light tanks and 155s. 

The Engineer troops working under the immediate direction of 
the corps engineer were the 301st Engineers, engaged principally in 
road work and operation of corps Engineer dumps; the 1st Bat- 
talion, 51st Pioneer Infantry, on road work; and the 6th Engineers 
of the reserve division, employed on road and permanent bridge 
construction. A French wagon train of 150 carts and wagons was 
also assigned to the corps engineer for carrying road and other 
Engineer material. 

The Fourth Corps was relieved in its sector the latter part of 
September by the newly organized Sixth American Army Corps. 

Fifth Army Corps. — The greater part of the Fifth Army Corps' 
advance was made by the 26th Division. The French division on the 
left had a much shorter distance to cover, and the elements of the 
4th Division on the left of the French division merely held the line, 
acting as pivot. The work of the 101st Engineers with the 26th 
Division was practically the same as that of the divisional Engineers 
in the First and Fourth Corps. 

The Engineer units operating under the direction of the corps 
engineer were the 4th Engineers, detached from its division; the 
1st Battalion of the 53d Pioneer Infantry ; and the 310th and 602d 
Provisional Corps Engineer Regiment. 

The topography of the St. Mihiel sector was exceedingly irregu- 
lar, and the corps sector was a series of high, heavily wooded hills, 
with winding roads and railroads. As detours were impossible, the 
slightest obstruction in the roads made them practically impassable 
to the artillery and supply trains. 

Portable bridges were constructed previous to the action for the use 
of the Artillery in crossing trenches and other obstructions of similar 
nature. The building of other bridges proved to be troublesome only 
in the immediate rear of the enemy's former front lines where exist- 
ing bridges had been destroyed either by the enemy or by our fire. 
They were replaced, however, in the usual manner, except that the 
scarcity of bridge timber necessitated the use of round timber cut on 
the spot. 

Narrow-gauge railroads were carried as close as possible to the 
lines prior to the operation by the 12th Engineers (railway), and 
preparations made to extend them as soon as circumstances would 
permit. The enemy had left a very elaborate light railway system 
almost intact and did very little to interrupt its operation by United 
States railway troops. The roadbed across the two trench systems 



192 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

alone was lacking in the connection of the First Army's light rail- 
way with that of the German. Having the materials at hand and 
concentrating upon that work the two lines were rapidly connected, 
affording a very efficient system for the transportation of supplies 
and material. 

Roads were of primary importance, and to that phase of the work 
the greatest amount of time and effort was directed. Through the 
lack of transportation prior to the engagement, it was impossible to 
establish dumps of road materials in the forward areas where it 
would be easily accessible and available for use in the immediate 
vicinity. The lines in the sector had been practically stationary 
since the war began, and in consequence the roads over " No man's 
land," through the two trench systems, and in the district in the 
immediate rear were all overgrown, washed out by the heavy rains, 
and generally deteriorated. Heavy rains just prior to the attack 
had made the roads in the rear almost impassable, and they were 
badly torn by new shell craters. All available forces were concen- 
trated, therefore, in working on roads through the old enemy line of 
resistance. 

One bridge of 16-foot span was built across the River Vaux in the 
town of Vaux; four tank traps on the Vaux-St. Remy road were 
filled with rock from Vaux and from trench waste. Those traps were 
holes about 10 feet deep and 25 feet in diameter, directly in the 
center of the road. 

The corps engineer moved his headquarters to Ville-sur-Cousance 
(Meuse), September 19, in preparation for the Meuse-Argonne offen- 
sive. 

OPERATIONS UNDER DIRECTION OF CHIEF ENGINEER, FIRST ARMY. 

The chief engineer, First Army, demised the general plan of opera- 
tions of Army, corps, and divisional Engineers in the St. Mihiel 
offensive and maintained supervision of the Engineer operations 
under the direction of the corps and division Engineers. In addi- 
tion his headquarters directed the actual operations of the Army 
Engineer troops not attached to corps or divisional headquarters. 

Outside of planning and supervising the general Engineer phase 
of the offensive he was charged with the execution of certain principal 
duties in which were to be employed the technical Engineer troops 
and labor troops assigned to his command. Those duties were: The 
advance of standard-gauge railheads as far as enemy artillery and 
aircraft permitted ; the advance of light railway lines to the limit of 
direct artillery and machine-gun fire; the maintenance of roads and 
bridges from railheads forward to points where they could easily be 
cared for by corps and divisional troops ; the provision and installa- 
tion of water-supply and electrical and mechanical facilities; the 



MILITARY ENGINEERING. 



193 



operation of searchlights in antiaircraft defense ; the application of 
camouflage; the fabrication, repair, and issue, or delivery, of Engi- 
neer materials. 

The Engineer units assigned as Army troops under the chief engi- 
neer, First Army, in the St. Mihiel offensive were as follows : 

11th Engineers (standard-gauge railway) — entire regiment. 

15th Engineers (standard-gauge railway) — 2 companies. 

12th Engineers (light railway) — entire regiment. 

21st Engineers (light railway) — entire regiment. 

23d Engineers (roads) — 1st and 3d Battalion and wagon train 
headquarters, 6 technical companies, 4 wagon companies, and 5 truck 
companies. 




(1255-D8) 26TH ENGINEERS ERECTING WATER TANK AT CHEPPY (MEUSE). 

OCTOBER, 1918. 

24th Engineers (shop and supply) — 1st and 2d Battalion head- 
quarters, 4 companies. 

26th Engineers (water supply) — 4 companies. 

27th Engineers (mining) — regimental headquarters, 2 companies. 

28th Engineers (quarry) — 1st and 2d Battalion headquarters, 3 
companies. 

35th Engineers (railway shop) — detachment of 53 men. 

37th Engineers (electrical and mechanical) — entire regiment, less 
1 company. 

127071—19 13 



194 HISTORICAL, REPORT CHIEF ENGINEER A. E. P. 

40th Engineers (camouflage) — 2 companies. 

56th Engineers (searchlight) — regimental headquarters and 2 com- 
panies. 

1st Provisional Water Train. 

464th Pontoon Train. 

505th, 534th, 527th, 528th. and 537th Service Battalions, complete. 

508th Service Battalion — 1 company. 

522d Service Battalion — 1 company. 

530th Service Battalion — battalion headquarters and 2 companies. 

STANDARD-GAUGE RAILWAY OPERATIONS. 

Prior to the opening of the St. Mihiel offensive standard-gauge 
railheads were in operation at Sorcy, Toul, and Belleville, and Menil 
la Tour had been extensively used as a railhead, but had to be aban- 
doned because of shell fire. In preparation for the offensive addi- 
tional railheads at La Feme Boyer and Manonville were utilized. 
In the Eattentout sector railheads were established for ammunition 
at Courouvre and for general supplies at Rattentout. Engineer sup- 
plies were shipped to Domgermain, Leonval, and Rattantout. The 
only other standard-gauge construction work done by the First Army 
prior to the St. Mihiel offensive was the construction by one com- 
pany of the 15th Engineers, assisted by United States and French 
labor troops, along the standard-gauge line north of Nancy, Toul, 
and Commercy of certain sidings and spurs for artillery. 

Immediately following the offensive the reconstruction and repair 
of the line from Commercy through St. Mihiel to Verdun was started 
by two companies of French engineers and two companies of the 
15th Engineers, and the work of transforming the meter-gauge line 
from Commercy to Woinville to standard gauge was started by the 
11th Engineers. The line was completed and ready for traffic to 
Apremont September 25. Between Apremont and Woinville it was 
found that the Germans had removed all the rails and ties, and it 
was necessary to reconstruct entirely the old meter-gauge roadbed to 
Woinville. 

After the completion of the Commercy- Woinville line to Apre- 
mont one battalion of the 11th Engineers was moved to Aubreville. 
The construction of the line from Apremont to Woinville was then 
continued by two companies oj the 11th Engineers, assisted by two 
labor companies. The line was completed by the Second Army 
after the First Army had been transferred to the Meuse-Argonne 
front. 

One company of the 11th Engineers, assisted by two labor com- 
panies, on September 28 started an extension of the standard-gauge 
line from Ansauville to Bernecourt. Work on the railhead at the 



MILITARY ENGINEERIXC. 



195 




(474- M 8) UNDERGROUND P. 



C. CONSTRUCTION BY 2D ENGINEERS NEAR MENIL- 
LA-TOUR. MARCH, 1918. 




(476-M8) 



REMOVING ROCK FROM UNDERGROUND P. C. CONSTRUCTED BY 
2D ENGINEERS NEAR M EN I L-LA-TOU R. MARCH. 1918. 



196 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

latter point was started at the same time. That extension was also 
completed by the Second Army. 4 

LIGHT RAILWAY OPERATIONS. 

Toul sector. — Before the inauguration of preparations for the St. 
Mihiel offensive the light railway situation in the Toul sector was, 
in general, as set forth below. The 21st Engineers, with headquar- 
ters at Sorcy, was in charge of the light railway construction, opera- 
tion, and maintenance, in the Toul sector, from Sorcy to Broussey, 
and east to Menil-la-Tour and Bernecourt. The area included about 
150 kilometers of 60-centimeter track. The main standard-gauge 
railhead was at Sorcy, where facilities had been provided for trans- 
fers from standard gauge to light railway, to storage, and to motor 
transport. The light railway terminal facilities were also located at 
Sorcy, including an engine house, machine and blacksmith's shops, 
coaling stations, sand driers, boiler-wash, and yard tracks. A light 
railway connection between Abainville and Sorcy was completed in 
the latter part of August, which made possible the quick transfer of 
material and supplies from the light railway depot at Abainville to 
the front. 

In preparation for the offensive there were also constructed lines 
from Pagny to Sorcy, Dongermain to Ecrouves, and a 1.7-kilometer 
detour at Jouy, and to permit the prompt connection of the advance 
lines with the German system from the three light railheads — Pont 
de Metz, Flirey and Bois Chanot — the advance dumps at these 
points were stocked with large quantities of rock, steel, ballast, and 
tools. This work was all done under the division of light railways 
and roads. 

On September 1 American right-railway troops took over from the 
French all 60-centimeter lines east of Menil-la-Tour and Bernecourt 
as far as Belleville, so that at the start of the offensive the First 
Army was operating all lines in the Toul sector between Sorcy, 
Broussey, Belleville, and Toul, approximately 250 kilometers of 
track. 

Immediately following the offensive, the three connections with the 
German system from the railheads mentioned above were begun and 
completed on September 15. The lines were: Pont de Metz to St. 
Jean Canyon, 3.2 kilometers ; Fnrey to Bois de Mort, 4.5 kilometers ; 
Bois de Chanot to Xivray, 9.3 kilometers. The three connections 
brought under American operation a very extensive system of Ger- 
man 60-centimeter line in the St. Mihiel salient between Woinville, 
Vigneulles, Essy, and Thiaucourt. It was found that many of the 
German lines were of short curvature and heavy grades, and in many 
places so badly damaged by American shell fire that it was neces- 



MILITARY ENGINEERING. 



197 



sary to rehabilitate about 20 kilometers before successful operation 
could be undertaken. 

Including the extensions built and the German lines taken over, 
the total amount of 60-centimeter line under operation in the Toul 
sector on September 23 was approximately 400 kilometers, and heavy 




tonnage of all classes of material was handled during and following 
the offensive, not only in the old American area, but also in the new 
territory evacuated by the enemy. 

Rattentout sector. — The lines in the Eattentout area were oper- 
ated by the French until September 1, when those portions between 



198 HISTORICAL REPORT CHIEF ENGINEER A. E. F, 

Rattentuut, Rupt, Amblonville, and Mouilly were taken oxer by the 
1st Battalion of the 12th Engineers, with six French railway com- 
panies to assist. Following the advance on September 12, the 60- 
centimeter line was extended from Londremont through Mouilly, a 
distance of G.5 kilometers, to connect with the lines of the German 
system. It was found necessary to rebuild about 3 kilometers of the 
German lines, and when it was accomplished the system of the Toul 
and Rattentout sectors became continuous from the light-railway 
supply source at Abainville to all parts of the former St. Mihiel 
salient and of the Meuse-Argonne front. 

Hoods. — The base of the road system in the St. Mihiel offensive 
comprised north and south routes between Souilly, Bar-le-Duc, and 
Ligny, and between Dieulouard and Toul, by way of Pompey, in 
addition to an east and west route — Toul-Ligny. The advanced 
base road, uncovered in the operation, was that following the Meuse 
from Verdun to St. Mihiel and thence to Pont-a-Mousson. The 
Army road troops, including the French in their corps area, were 
in general responsible for the road work in the area between the 
main highway and a variable line between 3 and 4 miles in rear 
of the extreme front. 

Toul sector. — The Army Engineer troops available for road work 
in the Toul sector were 3 technical companies, 2 wagon companies, 
and 3 truck companies of the 23d Engineers; 2 companies of the 
28th Engineers (quarry), and 3 service battalions, the 505th, 524th. 
and 537th — a total of 4,800 men. One technical company, 1 wagon 
company, 1 truck company, and 1 service battalion were placed in 
the First Corps area, and the same assignment made to the Fourth 
Corps area. The 2 quarry companies and 2 service companies were 
employed in the operation of quarries at Sorcy, Dieulouard, Royau- 
meix, Vertusey, Trondes, and at various points in the First Corps 
area. One technical company, 1 truck company, and 2 service com- 
panies were held between Toul and Menil-la-Tour to care for the 
roads in that district and at the same time be in a position to move 
forward to any point of emergency. The personnel of the technical 
companies was used to instruct noncommissioned officers in charge 
of working details in special work calling for skilled handling of 
equipment and materials. 

Moving material up at night only, because of the necessity of 
secrecy, by September 12, the forps dumps and the Army dumps 
were plentifully supplied with stone, road planks, sandbags, fascines, 
poles, road equipment, and small tools. Also prior to that date all 
roads in the Army area were brought to a high state of perfection. 
These roads were then maintained by Army troops throughout the 
operation. Following the advance. Army road troops were called 
upon to relieve, or assist, the corps troops in the reconstruction of the 



MILITARY ENGINEERING. 



199 



roads across " No man's land," notably, Flirey to Essey (6 kilometers) , 
Beaumont to Seicheprey (2 kilometers), Apremont to St. Mihiel (8 
kilometers), and Broussey to Kichecourt (8 kilometers). Army 
road troops were placed on the Flirey-Essey road to assist the corps 
troops on September 15, but the road was not taken over as an Army 




road until the 25th. On the Beaumont-Seicheprey road and the 
Broussey-Eichecourt road the Army did not assume entire responsi- 
bility until September 30, although Army road troops were turned 
over for work thereon as early as September 16. The Apremont- 
St. Mihiel road was the main connecting link between the First and 
Fourth Corps areas and the Argonne sector. It was completely re- 



200 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

constructed for two-way traffic in four clays, beginning September 
19, when it was first taken over by Army troops. During the four 
days 1,200 men were employed on that road. 

In addition to the road work in the Toul sector proper there were 
also Army road troops (1 technical company, 1 truck company, and 
1 wagon company, 23cl Engineers), engaged in maintenance opera- 
tions in the 6th Groupment Koutier of the Eighth French Army 
extending from Menil-la-Tour as far south as Colombey-les-Belles. 
Their principal work was the repair of the Toul-Void-Ligny Road, 
highly important, because it formed part of an alternate route be- 
tween St. Mihiel and the Argonne front. 

Rattentout sector. — The Army troops available for road work in 
the Rattentout sector were 1 technical company, 1 truck company, 
and 1 wagon company of the 23d Engineers, and the 527th Service 
Battalion, a total of 1,700 men. One of the service companies was 
loaned to the 12th Engineers for light railway work, and one was 
stationed at the general Army dump at Rattentout to assist in un- 
loading supplies and material from railway cars. No road work had 
been done for American troops in the Rattentout sector prior to the 
beginning of preparations for the offensive. After putting the roads 
in the rear in good condition and stocking them for maintenance, 
the Army road troops in the Fifth Corps area were employed until 
September 17 in the maintenance of roads for divisional movements 
and assisting corps troops in reconstructing roads across the former 
" No man's land." On the 17th the Army road troops were moved 
to the Meuse-Argonne front. 

Bridges. — In the offensive very little bridge work was anticipated 
for Army troops, and no great preparation was made for it. However, 
approximately 150 trestle bents, with the necessary stringers and 
flooring, were assembled in Leonval for possible use. Prior to the 
attack several small bridge gangs of Army troops strengthened 14 
bridges over which heavy artillery and tanks were to pass, and assem- 
bled material in forward positions for use in the repair of bridges 
following the advance. Not much of the latter work was done by 
Army troops, however, as most bridges were found in fairly good 
condition and were easily repaired by the divisional or corps Engi- 
neers. A timber structure for return traffic was therefore constructed 
at that point. The 464th Pontoon Train, stationed at Toul, was 
placed at the disposition of the First Corps for possible use in cross- 
ing the Moselle, but was not used. 

All bridges over the rivers and canals had previously been mined 
by the French for demolition in case of a reverse. Upon the stabiliza- 
tion of the new line the charges were removed. 

Water supply. — The Army Engineer troops engaged in water sup- 
ply in the St. Mihiel operation were 4 companies of the 26th Engi- 



MILITARY ENGINEERING. 201 

neers, 2 companies of the 27th Engineers, 1 company of the 37th 
Engineers, and 255 men divided between 2 provisional water-tank 
trains. They were concerned only in that part of the operation per- 
taining to the First and Fourth American Corps, arrangements hav- 
ing been made for French water supply troops to care for the areas of 
the Second French Colonial and Fifth American Corps. 

The geological conditions in the St. Mihiel region were unfavor- 
able for springs and wells, and September being in the driest season, 
the streams and springs were at their lowest ebb. Prior to the open- 
ing of the offensive forward areas were thoroughly reconnoitered, 
and water facilities for a concentration of 400,000 men and 90,000 
animals were created, involving the installation in the First and 
Fourth Corps areas of pumping plants and tanks or reservoirs at 
seven different points, new filling and animal watering points in the 
Foret de la Eeine, and the improvement of six similar points previ- 
ously installed by the French. 

On the day of the attack all water points were placed under con- 
trol of guards with orders to maintain order, regulate traffic, and 
keep the facilities in repair. Following the advance, Army water 
supply troops moved forward to make immediately available the cap- 
tured water installations and to set up canvas reservoirs for water 
hauled forward by motor-tank trains. Among the captured plants 
converted to the use of the United States troops were those at Thiau- 
court, Maiserais, and Euvezin. Temporary installations included 12 
canvas reservoirs, 7 hand pumps, 3 animal trough points, 2 sterilab 
locations with tanks, and 5 sites for mobile purification trucks. 

In areas where there were no other resources water was delivered 
to tank cart or other containers at filling points by units of the two 
water-tank trains or by tank cars on the light railway. All water for 
troop consumption Avas tested and sterilized by chlorination before 
delivery. 

Electrical and mechanical operations. — The troops available for 
Army electrical and mechanical work were Companies A, B, and E 
of the 37th Engineers; Company D operated in the Eattentout sector 
as the water-supply company for the Fifth Corps area; one com- 
pany was assigned to each of the three American corps areas where 
they took over all pumping plants, lighting sets, and air compressors 
formerly operated by the French. All machinery was overhauled 
to place it in the best possible operating condition. Power was 
installed in the concrete factory at Liverdun and in the sawmills 
at Marbache and Menil-la-Tour. The main dumps for electrical 
and mechanical materials were established at Toul and Souilly, and 
a small stock of additional supplies was maintained with the elec- 
trical and mechanical company in each corps. 



202 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

During and following the advance, details were moved forward 
to make the necessary mechanical installations for the water-supply 
stations. Among the captured pumping plants rehabilitated and 
placed in operation was that at Thiaucourt, where the damaged 
motor was replaced by a gas-engine driven pump. As corps and 
division post commands were moved forward their portable lighting 
plants were also moved up, reinstalled, and operated. 

Considerable quantities of electrical material, consisting of trans- 
formers, motors, generators, gas, steam, and water-driven plants 
were captured and some were repaired and operated. The area 
covered by the advance contained an extensive network of transmis- 
sion lines fed from a central station at Metz. A captured map 
showed the location of all lines of the system, but its operation was 
not possible, as the source of power remained in German hands. It 
was intended to connect the system with a power terminal in Pont- 
a-Mousson, but the plan was abandoned on account of the with- 
drawal of troops necessary for the Meuse-Argonne offensive. 

Searchlight operations. — The Army searchlight troops available 
for use in conjunction with antiaircraft batteries were Companies 
A and B of the 56th Engineers. They were equipped with 26 search- 
lights and the necessary transport. 

All lights were placed in the area to the south of the St. Mihiel 
salient, beginning at the right flank of the proposed attack and ex- 
tending as far to the left as was consistent with maintenance of 
sufficient depths of illumination. Since the valley of the Moselle 
River promised to be the main route for approaching or returning 
planes operating over the sector proportionately more lights were 
placed in that area, thus making for not only greater density, but 
greater depth of lighted area. In selecting the positions for the 
lights consideration was given to the tocography, condition of roads, 
the noise of transport, and the location of the antiaircraft batteries, 
and on being placed all lights were carefully dug in and camouflaged. 

Before the attack, and especially at night, there was but little air 
activity, and the lights were under orders not to operate until the 
night of September 12. On that night all lights were in position 
and ready, covering a lighted area 35 kilometers in length, with 
an average depth of 10 kilometers. Due mainly to unsuitable 
weather conditions enemy bombing planes did not show any activity 
until the night of September 14"when a number of hostile machines 
approached the lighted area. Seven were illuminated. On the 15th 
there was still more activity, 13 planes being illuminated. Enemy 
night bombing continued until September 20, during which time a 
total of 54 different hostile planes were illuminated. Company A 
lighted 21 planes for an average period of 2.6 minutes, and 33 planes 
were lighted by Company B for an average period of 2.5 minutes. 



MILITARY ENGINEERING. 203 

To cover the ground gained by the advance of the First Army new 
positions were selected and the searchlights, after having operated 
in their old positions on the night of September 14, were operating 
in the new positions on the 15th. The lights then covered a greater 
length at a slight sacrifice in depth, the lighted area being about 42 
kilometers in length and 8 kilometers in depth. 

Camouflage operations. — The Army camouflage troops available 
for the St. Mihiel operations were two Companies and a detachment 
of 135 men, all of the 40th Engineers. The two companies were 
attached to the various divisions in the First, Fourth, and Fifth 
American Corps. The detachment was utilized in the operation of 
the camouflage factory at Nancy, of Army camouflage dumps, and 
in camouflaging of roads, batteries, and dumps in the rear area. 
The principal camouflage material used in the advance was the over- 
head fish net. Approximately 1,000 nets were used for the divisional 
artillery and about the same number for the corps and Army artil- 
lery. In preparation for the preliminary barrage, all divisional 
batteries were camouflaged and several permanent positions of flat- 
top burlap on chicken-wire construction were installed. All guns 
were provided with fish-nets for the advance, a total of 2,095 guns 
being taken care of on both sides of the salient. When the consoli- 
dation of the new lines began the permanent battery positions were 
camouflaged wherever possible. 

Engineer supplies. — On account of transport congestion the supply 
of Engineer material for the advance was a very difficult matter. 
Prior to the opening of the offensive large stores of material had been 
assembled in the Army parks at Mattentout, Leonval, Domgermain, 
and Menil-la-Tour, and in the corps dumps at Luxemburg, Ansau- 
ville, Dieulourd, and Noviant. Also divisional stores were main- 
tained at Mandres, Puvenelle, St. Jean, Manonville, and Bernecourt, 
Extensive dumps of German material were captured at Bois de la 
Belle, St. Baussat, Thiaucourt, Vigneuilles, St. Maurice, Vieville. 
Villy, and Thillot, 

Meuse-Argonne Offensive. 

The command of the French front extending from east of the 
Meuse to the western edge of the Argonne on September 22 passed 
to the American First Army, with headquarters at Souilly. Shortly 
after the Seventeenth French Corps with its sector was included in 
the First Army command, thus extending the American front from 
east of the Meuse to the east of the Moselle. By September 25 the 
First Army had entirely taken over from the French Second Army 
and was ready to begin operations. 



204 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

On the night of September 25-26 the battle order of the First 
Army from right to left on the sector of attack was as follows: The 
Third Corps, with the 33d, 80th, and 4th Divisions in the line and 
the 3d Division in reserve ; the Fifth Corps, with the 79th, 37th, and 
91st Divisions in line and the 32d Division in reserve; the First 
Corps, with the 35th, 28th, and 77th Divisions in line and the 92d 
Division in reserve; in army reserve were the 1st, 29th, and 82d Divi- 
sions in rear, respectively, of the Third, Fifth, and First Corps, aid 
the Fifth French Cavalry Division. In addition the appropriate 
corps and Army troops were available. 

The attack on the Meuse-Argonne front began at 5.30 a. m. 
September 26, when the Artillery changed its three hours of spotted 
barrage to a rolling barrage. The necessity for securing supplies 
had forbidden a long Artillery preparation, and as tanks had been 
unable to precede the Infantry in the initial attack it was the duty 
of the divisional Engineers to destroy the elaborate system of wire 
entanglements encountered. Except for the strong point at Mont- 
faucon, the advance was made in the first day without great difficulty. 
The 79th Division captured that strong point on the morning of the 
27th. The general advance then continued until nightfall of the 
29th. The First Army line was then approximately Bois de la Cote- 
Lemont-Nantillois-Apremont, southwest across the Argonne. Some 
of the divisions had suffered severely. Units had become inter- 
mingled on account of the difficult nature of the ground over which 
they had attacked and the fog or darkness which had covered them. 
Relief of those divisions had therefore to be made before another 
coordinated general attack could be launched. Consequently, on the 
night of the 29th the 37th and 79th Divisions were relieved by the 
32d and 3d Divisions, respectively, and on the following night the 
1st Division relieved the 35th Division. 

At 5.30 a. m. on October 4 the general attack was renewed. The 
order of battle of first-line divisions and corps from right to left was 
as follows: The Third Corps, 33d, 4th, and 80th Divisions; Fifth 
Corps, 3d and 32d Divisions; First Corps, 1st, 28th, and 77th Divi- 
sions. 

The battle line was extended to the east of the Meuse on October 6 
by the participation of the Seventeenth French Corps, which thereto- 
fore had remained stationary. The Seventeenth French Corps from 
right to left had the 26th and 18th French Divisions and the 29th and 
33d American Divisions in line. That attack fell on the exact pivot of 
the enemy salient formed by the whole of his armies in northern 
France, and the attacking divisions encountered elaborate fortifica- 
tions and desperate resistance. Although the attack progressed until 



MILITARY ENGINEERING. 205 

the 10th the advance realized was not sufficient to completely relieve 
troops west of the Meuse from enfilade artillery fire from the east 
bank. 

In the meantime, on October 7, the First Corps launched the 82d 
Division in an attack northwest toward Cornay to outflank the Ger- 
mans in the Argonne, and to free the 28th and 1st Divisions from en- 
filade fire from the eastern edge of the forest. The success of the 82d 
Division in this attack was marked and did much to break down re- 
sistance in the Argonne. The 28th Division was relieved on the night 
of the 8th-9th by the extension of the front of the 82d Division. 

On October 9 the Fifth Corps attacked, with the 1st Division rein- 
forced by one Infantry brigade of the 91st Division and the 32d Divi- 
sion ; a stubborn defense was encountered and the fighting was des- 
perate, but an advance was made. On the 10th the Argonne was 
cleared, and on the night of the 11th the line was approximately Bois 
d'Ormont (north of Verdun), Molleville Farm, Sivry-sur-Meuse, 
Bois de la Cote, Lemont, Bois de Foret, Cunel, Romagne, Sommer- 
ance, Aire River west to Grand Pre. 

On the night of the llth-12th, the 1st Division was relieved by the 
42d Division, and the 80th Division by the 5th Division, both relieving 
divisions coming from the St. Mihiel front. Local attacks continued 
on October 12-13, preparatory to a general attack, and on October 
14 this attack was delivered on the front from north of Verdun to 
St. Juvin. The order of battle in line on the front of attack from 
right to left was : Seventeenth French Corps, with 26th French Divi- 
sion, 18th French Division, 29th and 33d Divisions, Third Corps with 
the 4th, 3d, and 5th Divisions; Fifth Corps with the 32d and 42d 
Divisions, and the First Corps with the 82d and 77th Divisions. 
Stubborn resistance was encountered everywhere, and on most of the 
front only small advances were realized. Nevertheless La Cote-Dame- 
Marie fell, and the Kriemhilde line of defense was broken. 

On October 18 there was heavy fighting east of the Meuse. On Oc- 
tober 23 the Third and Fifth Corps pushed northward as far as 
Bantheville. It was then necessary to relieve certain troops, consoli- 
date positions, and generally to get forces and supplies in hand before 
attempting another general attack. The remaining days of October 
were therefore devoted to preparing for the attack to be launched 
November 1. 

The general objective of the attack launched on the early morning 
of November 1 continued to be the region Sedan-Mezieres, and its 
primary purpose was to cut the line of German railroad communica- 
tions in that locality. 

The first and immediate objective of the First Army, however, was 
the capture of Buzancy and the heights of Barricourt, the outflanking 



206 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

of the northern part of the Argonne, and establishing contact with 
the Fourth French Army near Boult-aux-Bois. 

The line on the night of October 30-November 1 ran approximately 
as follows: The Meuse River, Clery-le-Grand, north of Bantheville, 
northern part of the Bois de Bantheville, south of St. Georges, north 
of St. Juvin, north of Chevieres. The order of battle from right to 
left was as follows: Third Corps, with the 5th and 90th Divisions in 
line and the 3d Division in reserve; Fifth Corps, with the 89th and 
2d Divisions in line and the 1st and 42d in reserve ; First Corps, with 
the 80th, 77th, and 78th Divisions in line and the 82d in reserve. The 
32d Division was in Army reserve. The attack was preceded by two 
hours of violent artillery preparation. The Third Corps took Ande- 
vanne, and the Fifth Corps pushed forward most rapidly and drove 
the enemy from the heights of the Bois de Barricourt, a formidable 
natural obstacle which had blocked the way to Sedan. 

On November 2, the First Corps joined more actively in the move- 
ment which had become an onslaught that the enemy could not 
restrain. On the 3d, troops were rushed forward in motor trucks in 
the pursuit of the demoralized enemy. By the night of the 3d the 
First Corps reached St. Pierremont, the Fifth Corps had taken Fosse 
and the Third Corps Beauclair. The enemy's line had been pierced 
to a distance of nearly 20 kilometers and heavy batteries were rushed 
forward to fire on the important railroad lines at Montmedy-Lon- 
guyon and Conflans. The ultimate object of the whole operation was 
then within reach. 

On the 4th the pursuit was continued and operations were extended 
to the east bank of the Meuse. By night the left bank of the Meuse, 
opposite Stenay, had been taken, and on the 5th the line was beyond 
Stonne, west of the Meuse, while on the east bank the 5th Division 
of the Third Corps had crossed the river and progressed over 2 
kilometers east of Brieulles and Dun-sur-Meuse. Just west of the 
Meuse the enemy resistance had been completely disorganized. All 
his reserves had been used up and first-line divisions were in flight. 
To the east of the Meuse, however, the enemy still held, and progress 
was slow. On November 6th the First Corps pushed 7 kilometers 
beyond Raucourt, the great railway artery was within easy artillery 
lange and a continuation of efforts meant the end of all the German 
armies in northern France. 

On November 7 the river line of the Meuse to a point not far from 
Sedan was in the hands of the Fifth and First Corps. On November 
7, 8, and 9, the German forces on the heights southeast of Stenay 
were pushed into the plain of the Woevre. The attack of the First 
Army was then directed toward Carignan. The First Corps was 
withdrawn and its sector taken over by the French Fourth Army. 



MILITAEY ENGINEERING. 207 

East of the Meuse the pursuit was continued. On November 10 the 
Fifth Corps forced a crossing over the Meuse, south of Mouzon, and 
on the morning of the 11th it crossed at Stenay and occupied that 
town in liaison with the Third Corps on its right. 

DIVISIONAL ENGINEER OPERATIONS. 

With the foregoing outline of the general operation as a founda- 
tion to supply the location and operations of each division concerned, 
it need only be added that the general duties of the divisional En- 
gineers were practically the same as those performed in previous 
operations already described. The salient features of divisional En- 
gineers operations in the Meuse-Argonne offensive are presented 
below. 

Having made a thorough reconnoissance of Forges Creek and 
swamp, which separated the enemy front lines from those of the 33d 
Division, and chosen several bridge sites, the 108th Engineers of that 
division, on the night of September 25-26, carried the necessary 
material forward. With Infantry covering parties, details from the 
regiment advanced on the early morning of September 26, con- 
structed 6 footbridges of fascines and planks through the swamp 
and 9 over the creek. One of the bridges, with a width of 5 feet and 
a span of 26 feet, supported by four bents in 5 feet of water was 
erected in eight minutes by 25 men. Two other bridges, a 25-foot 
span and two bents were also completed in the same time. The In- 
fantry began to pass over a fourth bridge before the sway bracing 
had been fixed, and several of the Engineers were compelled to stand 
in the water and brace the structure until it could be completed. The 
foregoing work was accomplished under very heavy enemy artillery 
fire and machine-gun fire and at the same time was subjected to 
shorts of the American Artillery. The regiment then built for the 
division transport a great deal of plank and stone-fill road through 
the swamps passed over by the advance. Numerous other bridges 
were constructed or reconstructed by the regiment, keeping pace with 
the advance of the Infantry. 

Outside of slight amount of bridge work and the demolition of 
enemy defenses, the 305th and 4th Engineers of the 80th and 4th 
Divisions, Third Corps, were used almost entirely in the construc- 
tion and maintenance of roads for division transport. All work was 
done under violent artillery fire and casualties in both regiments 
were very heavy. The 6th Engineers, 3d Division, in the Third 
Corps reserve, was employed as a corps Engineer regiment under 
direction of chief engineer, Third Corps. 

The 304th Engineers of the 79th Division, Fifth Corps, found its 
first heavy work after the beginning of the advance in the construe- 



208 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



tion of a tank road over the profusely .shell-torn " No man's land.'' 
That work was commenced at 8.30 on the morning of September 26. 
Company A was fired upon by machine-gun and sniper nests, and a 
part of the company attacked the position and captured eight pris- 
oners and a machine gun. An additional machine gun and eight 




prisoners were captured by a platoon of the regiment at about the 
same time. While the regiment was employed almost entirely on 
the roads following the advance of the 79th Division, the division 
was relieved on the 30th of September by the 3d Division, and the 
304th Engineers continued its work attached to the latter until 



MILITARY ENGINEERING. 209 

October 28, when it was moved to the Verdun sector to relieve the 
104th Engineers of miscellaneous construction in the Army areas. 

There, were no unusual features in the operations of the 112th 
Engineers, 37th Division. The regiment performed the usual duties 
of assisting Infantry and tanks through enemy defenses and shell- 
torn terrain and of repairing bridges and reconstructing roads. 

The 316th Engineers, 91st Division, besides performing the usual 
Engineer duties, participated to some degree as Infantry. On the 
night of September 27 the 1st Battalion, which had been placed in 
the division reserve, was moved to protect a gap which existed be- 
tween the 91st and 35th Divisions. In that position one company 
of the battalion resisted a strong enemy attack, though it was sub- 
jected to severe frontal fire and enfiladed on the left by machine-gun 
fire. Its casualties were very heavy. During the first week of 
October, as previously related, the regiment, with its division, was 
relieved from duty with the Fifth Corps and withdrawn from the 
area for participation in the French offensive in Belgium. 

After the 32d Division relieved the 37th Division on September 
28, the operations of the 107th Engineers, 32d Division, were along 
the usual line. Prior to that time, while its division was in the 
Fifth Corps reserve, the regiment served as corps troops, Fifth 
Corps. The regiment's most notable piece of work was the con- 
struction of a 100-foot trestle bridge, with an 11^-foot roadway, 20 
feet from water, across the Meuse at Sassey, at a time when the 
location was in advance of the division's front line. The bridge, 
designed for 8-ton capacity, was built within 48 hours after prepara- 
tions were started. It subsequently carried 15-ton loads without 
strengthening. 

The divisional Engineers in line with the First Corps on the 
First Army's left were the 110th, 103d, and 302d, attached to the 
35th, 28th, and 77th Divisions, respectively. The 317th Engineers 
were attached to the 92d Division in the corps reserve, and the 1st 
Engineers were attached to the 1st Division in the Army reserve. 

On the morning of the attack two companies of the 110th Engi- 
neers advanced with the Infantry and the tanks of its division. 
The regiment, less the two companies, and with three companies of 
the 53d Pioneer Infantry attached, followed the advance, employed 
in the reconstruction of roads. In connection with the work of pre- 
paring the road between Cheppy and Charpentry a detail of mounted 
men from headquarters detachment rendered valuable aid in regu- 
lating the traffic thereon. On the night of September 28, the 1st 
and 2d Battalions of the regiment were ordered into the divisional 
reserve and, following the 70th and 69th Brigades, respectively, took 
positions on the right and left flanks of the division sector. Shortly 
127071—19 14 



210 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

before noon, September 29, instructions were received to take a 
position on the front slope to the right of the Aire, across Chaudron 
Farm, 1 kilometer north of Baulny. The position was then held 
until the division was relieved by the 1st Division October 1. The 
casualties in the regiment were 265. 

The 103d Engineers engaged in the usual duties with the 28th 
Division in line during the advance until October 1, when the divi- 
sion was relieved by the 82d Division. 

The 77th Division was the only one in the American First Army 
that advanced its own front from the beginning of the attack on 
September 26 to November 11 without relief. During that advance, 
its divisional Engineer regiment, the 302d, performed its duties in a 
manner that Avas a credit to its division. 

The 317th Engineers continued with its division in the First Corps 
reserve throughout the offensive, and during that period served as 
corps troops, principally on road work. 

As the advance progressed various other fresh divisions were 
thrown in to relieve depleted divisions or to attain additional ob- 
jectives as follows, from right to left, of the First Arnry front : Oc- 
tober 8, 29th Division, 104th Engineers attached; October 25, 26th 
Division, 101st Engineers; October 30, 5th Division, 7th Engineers; 
October 30, 90th Division, 315th Engineers; October 19, 89th Divi- 
sion, 314th Engineers; November 1, 2d Division, 2d Engineers; No- 
vember 3, 1st Division, 1st Engineers; October 12, 78th Division, 
303d Engineers; and November 6, 42d Division, 117th Engineers 
attached. 

The 104th and 101st Engineers with their divisions in the Sev- 
enteenth French Corps to the right of the Meuse, performed the 
usual divisional engineer duties. The 7th Engineers, with the 5th 
Division in the Third American Corps, west of the Meuse. performed 
a very important piece of work in bridging the Meuse between Dun- 
sur-Meuse and Brieulles. There two pontoon footbridges, in addi- 
tion to one pontoon for light traffic and one pontoon for heavy traffic, 
were thrown across the Meuse, as well as four pontoon footbridges 
across the canal. The work was all done between November 2 and 6, 
and nearly all of it during darkness and under heavy enemy fire 
from the heights on the east bank. All working parties and the 
bridges themselves were under direct observation of those hills, and 
as a consequence the bridges were under continuous artillery and 
machine-gun fire, not only during their construction, but for some 
time afterwards. Constant patrol and repair of the structure were, 
therefore, maintained. On the afternoon of November 6 enemy 
bombing planes, flying low, made a repeated and determined effort to 
destroy the heavy pontoon bridge at Dun-sur-Meuse, but were unsuc- 
cessful, being finally driven off by the rifle fire of the Engineer troops 



MILITARY ENGINEERING. 



211 




(1905-T8) 104TH ENGINEERS REPAIRING ROAD DESTROYED BY MINE CRATER 
DURING GERMAN RETREAT NEAR SAMOGNEUX (MEUSE). OCTOBER 4. 1918. 




(2184-S8) 101ST ENGINEERS FILLING IN SHELL HOLE ON ROAD NEAR ST. RENY. 
SEPTEMBER 16, 1918. 



212 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

in that vicinity. The bridges enumerated above were used by all 
divisional troops. Artillery, and trains as the division continued its 
operations east of the Meuse. There was nothing extraordinary in 
the operations of the 315th or 314th Engineers, except that the lat- 
ter performed considerable bridge work, and that instead of bridg- 
ing the Meuse early in the morning of November 11, as it had pre- 
pared to do, it constructed pontoon rafts and ferried the Infantry 
across thereon. 

The 2d Engineers also threw several pontoon bridges across the 
Meuse, northeast of Beaumont, and erected a heavy traffic trestle 
bridge at Pouilly. Of the 1st Engineers, one company attacked and 
captured the village of Pont Mangis on the 7th of November. 

The 78th Division went into line on the left of the 77th at Grand 
Pre on the 12th of October. The distinctive work of the 303d Engi- 
neers attached to the division was the construction of bridges. The 
bridges were of all types. One of three bridges built over the Aire 
was a suspension bridge erected by a detail of 20 men in eight hours 
under direct machine-gun and shellfire. Three heavy bridges for 
traffic at Grand Pre were also built under intense artillery fire, all 
being under direct enemy observation. Eifle and machine-gun patrols 
covered the working details as well as possible. One of the bridges 
was of trestle-bent construction, 25-foot' span ; another was a combi- 
nation crib and bent construction, 68-foot span; and the third, of 
150-foot span, was entirely of trestle-bent construction. Up to the 
time the 78th Division was relieved by the 42d Division, November 6, 
the 303d Engineers built numerous other heavy traffic bridges and 
all in time for the passage of heavy artillery. Until November 9, 
the 117th Engineers continued the work of the 303d Engineers, ac- 
complishing a great deal of road and bridge construction. The 42d 
Division front was then taken over by the 77th Division. 

CORPS ENGINEER OPERATIONS. 

Third Army Corps. — The troops assigned to the corps engineer, 
Third Corps, during the Meuse-Argonne offensive were the 308th 
Engineers, the 1st Pioneer Infantry, 464th Pontoon Train, and a 
detachment of the 40th Engineers (camouflage.) Other troops avail- 
able for a part of the period of the offensive were the 56th Pioneer 
Infantry, first company of the 37th Engineers, three French pontoon 
companies, and one company of the 26th Engineers (water supply). 
The water supply company was divided and attached to the divisions 
in the line. The 308th Engineers and the Pioneer Infantry regi- 
ments were actively engaged in the construction and repair of roads 
and bridges taken over from the divisional engineers. The 308th 
Engineers particularly distinguished themselves in the construction 



MILITARY ENGINEERING. 213 

of a heavy two-way traffic bridge across the Meuse, the operation 
being highly commended in corps orders. 

Fifth Army Corps. — The Engineer troops assigned to the corps 
engineer, Fifth Corps, were the 310th-602d Provisional Engineer 
Regiments, the 310th Engineer Train, and two battalions of the 52d 
Pioneer Infantry. During the entire operation the foregoing corps 
troops were employed in the maintenance of roads, strengthening of 
bridges, and the maintenance of bridges following the work done by 
the divisional engineers, and also in supplying the corps and divi- 
sional areas with engineer material from the corps dumps in the rear. 

First Army Corps. — The corps engineer troops assigned to the 
corps engineer, First Corps, were the 111th Engineers, as the corps 
engineer regiment, the 53d Pioneer Infantry, and the 317th Engineers 
of the 92d Division in reserve. The operations of the corps engineer 
troops following the divisional engineers were similar to those in the 
Third and Fifth Corps. The enemy retiring before the advance was 
extremely effective in his road demolition, and besides numerous 
craters which had to be filled, many contact and time mines were 
left at strategic points in the roads. A detachment of the 111th 
Engineers assigned to mine searching, located and withdrew the 
charges from 72 mines on September 26 and 27, and from a total of 
179 mines prior to October 10. Material for road repair was obtained 
principally from the walls of ruined villages. Escort wagons and 
rock-earrying boxes, supplied from the corps dump at Les Islettes. 
were used for transport. As the advance progressed several units of 
92d Division Infantry were assigned to corps road work as well as 
one battalion of the 114th Engineers, and a truck company of the 
414th Supply Train. 

On October 6 one battalion of the 317th Engineers was assigned 
to the reconstruction of the enemy light railway lines, including a 
connection with the French system across "No man's land," under- 
taken to relieve the corps road system, and the work was completed 
on October 28, when the main lines were placed under operation up 
to Grand Ham, La Besogne, Bois du Marcq. 

For the attack beginning November 1, the chief engineer. First 
Corps, had available the 111th Engineers, five companies of the 317th 
Engineers, the 114th Engineers from the Army Reserve, the 307th 
Engineers from the corps reserve, and two companies of the 53d 
Pioneer Infantry. Those units continued until the cessation of hos- 
tilities in the maintenance and improvement of roads and light rail- 
ways, assisting divisional engineers in the construction of bridges, 
filling of mine craters and shell holes, and in quarrying rock for road 
metal and track ballast, as well as in the operation of light railways 
within the corps area. Details were also made to operate the corps 
dumps. 



214 HISTORICAL REPORT CHIEF ENGINEER A. E. P. 

A run/ Engineer operations. — The troops assigned to the chief en- 
gineer, First Army, were as in the list set forth below : 

11th Engineers (standard-gauge railway) — 2d Battalion head- 
quarters and four companies. 

11th Engineers (light railway) — regimental and 2d Battalion 
headquarters and three companies. 

15th Engineers (standard-gauge railway) — 1st Battalion head- 
quarters and two companies. 

16th Engineers (standard-gauge railway)— entire regiment. 

21st Engineers (light railway) — regimental, 1st and 2d Battalion 
headquarters and six companies. 

22d Engineers (light railway) — 2d Battalion headquarters and 
three companies. 

23d Engineers (roads) — regimental, 3d Battalion and Engineer 
motor train headquarters, eight companies, four wagon companies, 
and eight truck companies. 

25th Engineers (general construction) — regimental headquarters 
and six companies. 

26th Engineers (water supply) — regimental headquarters and four 
companies. 

27th Engineers (mining) — regimental headquarters and six com- 
panies. 

28th Engineers (quarry) — 2d Battalion headquarters and three 
companies. 

37th Engineers (electrical and mechanical) — regimental, 1st and 
2d Battalions and five companies. 

40th Engineers (camouflage) — 1st Battalion headquarters and four 
detachments with First Corps, Third Corps, and Fifth Corps, and 
Army Artillery. 

54th Pioneer Infantry — entire regiment. 

56th Pioneer Infantry — regimental and 3d Battalion headquar- 
ters and 12 companies. 

56th Engineers (searchlight) — three companies. 

59th Pioneer Infantry— 3d Battalion headquarters and four com- 
panies. 

114th Engineers — regimental headquarters and 6 companies. 

1st Provisional Water Train — entire train. 

301st Water Tank Train — regimental headquarters and 6 com- 
panies. 

330th Labor Battalion — entire battalion. 

344th Labor Battalion — entire battalion. 

527th Service Battalion — entire battalion. 

530th Service Battalion — 1 company. 

537th Service Battalion — entire battalion. 

542d Service Battalion — 1 company. 



MILITARY ENGINEERING. 



215 



544th Service Battalion — entire battalion. 

545th Service Battalion — entire battalion. 

546th Service Battalion — entire battalion. 

603d Engineers (bridges) — regimental headquarters and 3 com- 
panies. 

604th Engineers (light railway) — regimental headquarters and 3 
companies. 

802d Pioneer Infantry — entire regiment. 

805th Pioneer Infantry — regimental headquarters and 12 com- 
panies. 







™*-Av< - 



(2319-S8) STONE FROM DEMOLISHED BUILDINGS AT FEY-EN-HAYE, USED BY 
315TH ENGINEERS FOR ROAD REPAIR. 

807th Pioneer Infantry— regimental. 2d and 3d Battalion head- 
quarters, and 12 companies. 

808th Pioneer Infantry— regimental, 1st, 2d, and 3d Battalion 
headquarters, and 9 companies. 

815th Pioneer Infantry — entire regiment. 

Prisoner of War Escort Companies Nos. 30, 31, 54, 56, 57, 60, 
66. and 67. 

STANDARD-GTJAGE RAILWAY OPERATIONS. 

At the beginning of the offensive, September 26, the standard- 
gauge railway projects in the Meuse-Argonne sector were in charge 
of the 2d Battalion of the 11th Engineers, assisted by two companies 



216 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

of the 15th Engineers and by service troops. Prior to the offensive 
they had been engaged in the enlargement of railheads by the con- 
struction of additional sidings at Aubreville and at Clermont. On 
the first day of the offensive construction was started to connect the 
railwaj^ at Aubreville with railheads behind the German lines at 
Apremont-en-Argonne, a distance of 20 kilometers. After building 
two pile-trestle bridges, respectively 27.4 and 10.9 meters long, that 
line was completed October 18 and placed in operation on the 25th. 
The captured yard at Varennes proved to be a vital factor in the final 
offensive beginning November 1. 

On November 7 the main track was completed from Varennes to 
Chatel-Chehery, with yard facilities at the latter point for 100 cars. 
The line between Apremont and Grand Pre was completely recon- 
structed by the 10th and yard facilities established at Chatel-Chehery, 
Marcq, St. Juvin, and Grand Pre. The rehabilitation of the line 
from Marcq to St. Juvin involved the construction of a pile-trestle 
bridge 13 meters long. Prior to the cessation of hostilities on No- 
vember 11 work had been started on the construction of a standard- 
gauge line from St. Juvin to Harricourt, a distance of 17.8 kilometers 
and with prospective completion by November 17. 

The work in connection with the rehabilitation of the Verdun- 
Sedan line was started by one company of the 11th Engineers, assisted 
by one company of the 16th Engineers and two service companies. 
Just prior to the November 1 offensive the entire 16th Engineer 
Regiment was for the sake of speed put on the work. Up to Charny 
the line was in good condition, and work had been started carrying 
the line northward from that point on the 9th of October. As fast 
as it w T as uncovered by the advancing troops the line was rebuilt, a 
total distance of 36 kilometers. The location of the enemy did not 
permit the work to proceed north of Forges until after November 1. 
In order to place one main track in service between Charny and 
Montigny the construction of four small bridges was necessary. The 
reconstruction of the line was completed to Dun-sur-Meuse and open 
for operation November 12. On the 20th it was open for operation 
through Montigny-Devant-Sassey. In addition to the one main track 
all the way through, trackage at railheads was reconstructed and 
placed in service at Charny, Chattancourt, Consenvoye, Vilosnes, 
Brieulles, Dun-sur-Meuse, and Montigny. 

In the Meuse-Argonne operations the First Army captured ap- 
proximately 80 kilometers of double-track lines, 72 kilometers of sin- 
gle-track line, and 32 kilometers of yards and sidings. The Verdun- 
•Sedan-Meuse River line was left by the enemy in fair condition, with 
the exception of bridges, frogs, and switches in yards and one stretch 
of main track about 14 kilometers in length. All bridges were dam- 
aged or destroyed and 75 per cent of frogs and switches were de- 



MILITARY ENGINEERING. 



217 




(263-G8) 



FOOTBRIDGE ACROSS MARNE NEAR M EZY. CONSTRUCTED WITH 
AID OF GASOLINE CANS BY 6TH ENGINEERS. JULY 24, 1918. 




(1189-V8) 



BRIDGE CONSTRUCTED BY 316TH ENGINEERS AT WAEREGHEM (BEL- 
GIUM), USING TRUCK BODY FOR SUPPORT. 



218 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

stroyed. From Apremont to Grand Pre all bridges were destroyed, 
as well as 75 per cent of all frogs and switches, and approximately 
10 per cent of rail in main track. The damage to main track was 
mostly the result of American artillery fire. The demolition of the 
line from Marcq to Autrecourt via Harricourt was thorough. Ap- 
proximately 75 per cent of all rails were broken, all frogs and 
switches were destroyed, 20 bridges were wrecked, and the roadbed 
was mined at several points. 

LIGHT RAILWAY OPERATIONS. 

Prior to the taking over of the Meuse-Argonne sector by the Ameri- 
can First Army, French troops were operating a light railway system 
in the area between Souhesme, Dombasle, Esnes, Fleury, Les Islettes, 
Aubreville, La Barricade, and extensive lines in and around Verdun. 
Due to the difficulty of familiarizing American personnel with the 
system in the time available, arrangements were made whereby the 
French troops were to continue the operation of those lines. It was 
agreed, however, that American light railway troops would take over 
the maintenance of all such existing lines, with the American mate- 
rial extend those lines to connect with the German lines, take over 
the operation and maintenance of any new and captured lines, and 
furnish additional rolling stock and personnel to handle the increased 
tonnage contemplated. The troops arriving in the area for the ac- 
complishment of that work between September 19 and 26 were the 
2d Battalion, 14th Engineers; 2d Battalion, 22d Engineers; one com- 
pany, 27th Engineers; three companies, 808th Pioneer Infantry; 
and two companies, 54th Pioneer Infantry. Work was started at 
once on the maintenance of the existing lines and in bringing forward 
light railway material for the proposed connections with the Ger- 
man system. On September 26 the connections were begun as fol- 
lows: Aubreville-Neuvilly-Varennes, 13.5 kilometers; Le Triangle-La 
Barricade-Cheppy, 4 kilometers; Esnes-Bois de Malancourt-Mont- 
faucon, 7.5 kilometers. Because of the fact that the terrain over 
which those lines had to pass was a sea of mud, and no suitable bal- 
last was available, the connections were made under enormous diffi- 
culty. It was found that the lines of the German system contained 
many sharp curves and heavy grades, which called for reduction be- 
fore American equipment could be successfully operated. Also 
American artillery had severely damaged the German lines. On 
October 10 the curvature and grade corrections and rehabilitation 
of the German lines, and the ballasting of the connections on the 
Esnes-Montf aucon, and the La Barricade and Cheppy lines were com- 
pleted, and the lines put into operation, with a large tonnage of ra- 
tions, ammunition, and water for points forward. From the 10th an 



MILITARY ENGINEERING. 



219 



average of six divisions were rationed daily over those lines in addi- 
tion to the handling of considerable ammunition. 

By October 20 approximately 100 kilometers of captured German 
lines had been rehabilitated and put into operation, in addition to 
28 kilometers of new lines built and 36 kilometers taken over from 




the French. On October 9 the 1st and 2d Battalions of the 21st En- 
gineers had arrived from the Toul sector and relieved the 1st Bat- 
talion of the 11th Engineers. From the 20th to November 1, light 
railway troops were actively engaged in preparation for the continua- 
tion of the offensive, handling heavy tonnage of rations, ammunition 
and Engineer material from the railheads at Aubreville, Dombalse, 



220 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

and Rampont. A total tonnage of 11,257 was handled with 1,140 
trains in the week preceding November 1, the net ton-kilometers 
amounting to 175,887.7. 

In the meantime light railway troops were also engaged in com- 
pletion of the new line Aubreville to Varennes, construction of ad- 
ditional track at the Aubreville, Dombasle, and Varennes railheads, 
construction of new tracks for various ammunition dumps, princi- 
pally at Charpentry, Montzeville, and Montfaucon, and the construc- 
tion of a 4-kilometer low-grade connection on the Cheppy-Montfau- 
con line. 

Immedately following the new advance on November 1, and 
progressing with the advance, light railway troops completed the re- 
habilitation of the following captured German lines: Cierges- 
Romagne, 4.5 kilometers; Loop: Romagne-Landres et St. George- 
Remonville-Bantheville-Romagne, 21.5 kilometers; Montfaucon- 
Brieulles, 8.5 kilometers; Bantheville-Aincreville, 1.5 kilometers; 
Bois Brieulles-Dannevuox, 7.9 kilometers; Andevanne-Montigny, 14 
kilometers ; Chatel-Chehery-Marcq-Grand Pre, 10.5 kilometers ; Lan- 
con-Senuc-Grand Pre, 8.5 kilometers; Gesnes-Apremont, 6 kilo- 
meters; Crocket-River Dump, 6 kilometers; Grand Pre-Briquenay, 
9 kilometers; Briquenay-Buzancy, 8 kilometers; and Buzancy-Ver- 
rieres, 12 kilometers. 

The further work of the light railway troops following the advance 
is set forth in the summarized daily record following. 

November 1. — The line north from Montfaucon through Cierges 
and Romagne to Landres et St. George was reconstructed and during 
the night ammunition was delivered at Landres et St. George (which 
was practically the site of the front line trenches 12 hours pre- 
viously). 

Ammunition trains reached the point about one-half mile south of 
Marcq in the First Corps area, though one gasoline tractor with cars 
of ammunition was struck and almost completely destroyed by high 
explosive shell fire. 

Two divisions were rationed by 60-centimeter from Aubreville to 
Chatel Chehery. Two divisions were rationed from Dombasle to 
Cierges and West Montfaucon. One division was rationed from 
Rampont to South Montfaucon. One division was rationed from 
Les Islettes to Lancon. 

November 2. — During the night ammunition trains on the Lancon- 
Grand Pre line reached a point of one-half mile south of Grand Pre. 
Ammunition trains reached Marcq in the First Corps area. The re- 
pair of the line Grand Pre was completed and the Montf aucon-Dan- 
nevoux line opened for traffic for the first 3 kilometers out of Mont- 
faucon. 



MILITARY ENGINEERING. 



221 



Six divisions were rationed by the 60-centimeter at Chatel Chehery, 
Oierges, Lancon, and Montfancon, a few of the rations being de- 
livered at points along the line farther to the north. 

November 3. — The Montfaucon-Dannevoux line was put in opera- 
tion to within 1 mile of Dannevoux. Work was being pushed on 
the loop, Komagne-Landres et St. George-Andevanne-Bantheville, 
which was now completed except at Landres-Andevanne-Bantheville. 
The Lancon line on the west was put in operation for ration trains 
as far as Grand Pre. 

Rations were again handled for six divisions to points as far north 
as the condition of the track Mould permit. 




(266-G8) TRESTLE AND CRIB BRID3E BUILT ACROSS MARNE RIVER AT MEZY 
BY 6TH ENGINEERS. JULY 24, 1918. 

November 4- — Romagne-Landres et St. George- Andevanne line was 
completed and rations delivered at Andevanne. A total of 256 cars 
were handled from railheads at Aubreville, Dombasle, and Rampont, 
including rations for six divisions. 

November 5. — The Montf aucon-Brieulles line was completed. The 
305th Engineers assisted Army Engineers in repair of loop, Ro- 
magne-Landres et St. George-xVndevanne-Bantheville. Rations were 
handled on these lines as far north as the road crossing southeast of 
Remonville. 

November 6. — The new Cheppy-Montfaucon low-grade detour 
(previously in service for light tractors) was put in service for steam 
ration trains en route Aubreville to Landres et St. George, Ande- 



222 HISTORIC AL. REPORT CHIEF ENGINEER A. E. F. 

vanne and Bantheville. The Montfaucon-Bois Brieulles-Dannevoux 
line was completed. Two hundred and thirteen cars were handled 
to the front, including rations for six divisions. 

November 7. — New sidings in the ammunition dumps at Marcqand 
Romagne were completed and gasoline tractors with Army Engineer 
crews sent to these dumps to work under orders of ordnance officer 
in charge of dump. These tractors were engaged in switching in the 
yards and handling ammunition to near-by positions. 

November 8. — The Grand Pre-Briquenay line was completed the 
night of November 8 and ready for ration trains which had already 
started from Aubreville. Romagne-Bantheville-Andevanne line 
completed 3^ kilometers north of Bantheville. Andevanne-Mon- 
tigny line completed for 2| kilometers north from Ancle vanne. and 
rations delivered at this point. 

November 9. — The loop, Romagne-Landres et St. George-Ande- 
vanne-Bantheville-Romagne, was completed for tractor service, thus 
permitting a continuous one-way traffic and largely increasing the 
traffic density. 

Three divisions were rationed by 60-centimeter from the standard- 
gauge railhead at Varennes to Romagne, Landres et St. George, and 
South Remonville (near Ande vanne). One division was rationed 
from Chatel Chehery to Grand Pre and two divisions from Aubre- 
ville to Briquenay. 

November 10. — Loop was being prepared for steam power and 
work being pushed on the Briquenay-Buzancy line and Andevanne- 
Montigny line. Three divisions were rationed from Varennes to 
Romagne-Landres et St. George-South Remonville, and one division 
from Chatel Chehery to Grand Pre. 

November 11. — The line was completed and put in operation from 
Briquenay to Buzancy and heavy tonnage of rations and ammunition 
handled. 

November 13. — The Buzancy-Verrieres line, on which the 37th 
Engineers had been working for the last five or six days, was put in 
operation as far as Harricourt and on the following day to Yerrieres. 
The Andevanne-Montigny line was completed and heavy movement 
of ammunition started. 

An idea of the traffic handled by the 60-centimeter railways during 
the last operation may be gained from the following table, giving 
data for the last seven clays of the offensive (Nov. 3 to 10) : 

Total tons handled 10,822 

Number trains run . 1.117 

Total locomotive-kilometers 18, 601 

Net ton-kilometers 247,032 

Total cars handled 13,179 

Car-kilometers 68, 783 

Average haul (kilometers) _ 21.64 



MILITARY ENGINEERING. 



223 



Roads. — The Army road troops in position for road work on the 
Meuse-Argonne front, September 17, were 3 technical companies, 3 
truck companies, and 3 wagon companies, 23d Engineers, and 3 serv- 
ice battalions. Between September 26 and October 1 the road per- 
sonnel was reinforced by 12 companies. 56th Pioneer Infantry ; 10 
companies, 54th Pioneer Infantry; 2 companies, 28th Engineers; 
and 2 additional wagon companies, 23d Engineers. After November 
2, 20 prisoner-of-war companies of 450 men each were added to the 
road forces. 

The road plan adopted provided that corps and division troops 
should maintain all roads north of the Verdun-Dombasle-Clermont- 




(478-M8) CAMOUFLAGE ERECTED TO SCREEN MINING OPERATIONS NEAR 

MEN IL-LA-TOUR. 



Les Islettes highway. Arrangements had been made whereby the 
French would maintain all roads south of and including that high- 
way. Thus, the First Army road troops were left free to concen- 
trate near Clermont in order to be available for immediate work upon 
the vitally important road running north from that town to Var- 
ennes, and on the road from Aubreville to Neuvilly. Following the 
advance and until October 1, the Army road troops were concentrated 
upon the above roads. The road from Clermont to Varennes was 
worked in 4 sections, with another section from Aubreville to Neu- 
villy. A two-way detour approximately 1,000 feet in length was 



224 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

built around an enormous mine crater between Boureuilles and 
Varennes. 

After October 2, 12 labor companies were left on the Army trunk 
roads to widen metaled portions to 6 meters, and all other road forces 
were assigned to additional roads in the Army area. After October 
16, Army road troops took over the roads of the corps engineers, and 
thereby permitted them to move forward. The approximate line of 
demarkation then between the activities of Army and corps road 
troops was the line Apremont-Montfaucon. The Army area was 
divided into 5 districts, covering a total length of roads amounting 
to approximately 110 kilometers. Available forces and material were 
distributed to the districts so as to maintain a uniform rate of prog- 
ress. Up to October 26, exclusive of the work done on the Army 
trunk roads, there were approximately 25,000 tons of rock used by 
Army troops in the construction and maintenance of the roads in the 
Army area. The Army roads area was divided into 8 districts on 
October 31. The First Army's advance, which began November 1, 
resulted in the opening of the Fleville-St. Juvin-Grand Pre road, and 
then the roads north and west of St. Juvin and Grand Pre, resulting 
in the creation of 4 new districts, from which the corps road troops 
were relieved. The Army road troops, following the advance to the 
ultimate line, took over the road work up to the rear corps boundaries 
as they existed upon the cessation of hostilities. 

Bridges. — In assigning duties to the Army Engineer troops for 
the Meuse-Argonne offensive, the 27th Engineers, because of its ex- 
perience in timber work, was designated a bridge regiment, and 2 
companies were assigned to bridge work. On November 1, 3 ad- 
ditional companies of the 27th Engineers and 3 companies of the 
603d Engineers were assigned to Army bridge work. The function 
of the Army bridge troops was to repair or rebuild bridges erected 
by divisional or corps troops but too light for heavy and continuous 
traffic; to build railway bridges as required by advancing lines, and 
to build new highway bridges of a permanent and substantial char- 
acter. Army bridge troops had instructions to render all possible 
assistance to corps or divisional Engineers by furnishing men, tools, 
and material, or by taking over construction entirely. With such 
instructions, the Army bridge troops were employed not only in the 
rear areas, but also on structures in the front lines. In some in- 
stances divisional, corps, and Army bridge troops worked on cross- 
ings in the same locality at the same time. 

Various structures erected by Army bridge troops are enumerated 
below. 

On the night of September 26 a one-way bridge for heavy traffic 
was completed across the Aire at Boureuilles, and paralleled by a 
second bridge on the following night. Also, on this night a bridge 



MILITARY ENGINEERING. 



225 



was built over a road crater north of Boureuilles. A partially 
demolished highway bridge across the Aire at Varennes was recon- 
structed, and the bridges across the Buanthe at Cheppy and Car- 
pentry were widened for two-way traffic. As the advance continued 
heavy bridges were built across the Aire at Apremont and Chatel- 




Chehery. At Varennes a pile bridge was built over the Aire to 
parallel the main highway bridge. Standard-gauge railway bridges 
to carry the 243-ton naval guns were built across the Aire opposite 
Apremont and across the creek south of that town. Another 
standard-gauge railway bridge of timber-crib piers was built across 
Forges Creek at Forges. 
127071—19 15 



226 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

The rapid advance of the front, which began November 1, pro- 
duced results which led to a large increase in the work of Army 
bridge troops. The retreat of the enemy to the north made the 
crossings of the Aire at Grand Pre and St. Juvin of first importance. 
The way was cleared for the extension of both broad and narrow- 
gauge railways to Grand Pre, and for the narrow gauge beyond 
Grand Pre. The rapid advance was followed by the swing of the 
entire Army front to the east with a new front on the Meuse River. 
The result was that Army bridge troops had bridges to build on the 
front, flank, and rear of the advancing army. The enormous in- 
creased demand for bridges was met by sending all available bridge 
troops to the Aire front near St. Juvin and Grand Pre, and to the 
Meuse front at Consenvoye and Vilosnes. Two trainloads of bridge 
timber were shipped to the furthermost railheads. (Apremont on 
the westerly line, and Chattancourt on the line north from Verdun.) 

Following the advance, the highway bridges at Fleville and St. 
Juvin were strengthened to take the heavy guns, and the standard- 
gauge railway bridge across the Aire at Grand Pre, which had been 
demolished by the enemy, was reconstructed. Highway bridges at 
Grand Pre were strengthened, and a new one-way bridge for heavy 
traffic was built, supplying two-way bridge facilities at that point. 

On the Meuse River, work on the Consenvoye bridge was begun 
on the morning of the 9th, the enemy still occupying the heights 
east of the Meuse. The work on the bridges at Vilosnes was begun 
the same cla}^. On these bridges the Army Engineers were assisted 
by one company of the 308th Engineers, which built the bridge 
across the canal. The remaining three bridges at Vilosnes, includ- 
ing the main bridge, 162 feet long, across the river, were completed 
in four days' time, and opened for heavy traffic on the night of the 
13th. The bridge at Consenvoye, which was built from the existing 
piling and framed structure, was completed the same night, the 13th, 
four days after work was begun. 

While 'the bridges across the Meuse River were being built the 
bridges on the main highway, which had been destroyed, were re- 
placed by Army bridge troops, and the highway on the west bank 
was opened from Chattencourt to Dun-sur-Meuse. 

During the period November 1 to November 11, inclusive, 383 lin- 
ear feet of two-way bridges, 631 linear feet of one-way highway 
bridges, 319 linear feet of normal-gauge railway, and 552 linear feet 
of narrow-gauge railway bridges were built new, or rebuilt from de- 
molished structures. A total of 27 bridges were built new, rebuilt, or 
strengthened during that period. 

Water supply.— At the time of the St. Mihiel offensive the water 
supply service was composed of about 54 officers and 1,800 men. The 



MILITARY ENGINEERING. 



227 




(2183-V8) DURING ARGONNE OFFENSIVE. THE 1ST ENGINEERS AT WORK ON 
ROAD NEAR BARRICOURT (ARDENNES). 










(2820-V8) ROCK-CRUSHING PLANT OPERATED BY 28TH ENGINEERS NEAR 
HAUCOURT. NOVEMBER 10, 1918. 



228 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



magnitude of the Meuse-Argonne operation called for additional 
troops for water supply, and the force was increased to include ap- 
proximately 90 officers and 2,250 men. The former territorial organi- 
zation was modified so as to provide a sector organization with three 
districts to the sector, and arrangements were made with the French 
at Verdun to continue to operate their water points in that vicinity 
and east of the Meuse. Before September 26, water points, each fitted 
with pumping plant and storage and purification system were in- 
stalled at Ville-sur-Cousances, Dombasle, Vraincourt, Aubreville, 
La Chalade, Les Islettes, Foret de Hesse, and Bois de Bourrus. 

Water supply details followed the advance on September 26, each 
equipped with animal-drawn transportation, carrying tools, hand 




(1181-S8) 



HORSE-WATERING POINT ESTABLISHED AT BOUC( 
1918. 



SEPTEMBER 3. 



pumps, and one power pump, together with materials necessary to 
quickly develop local resources and to install canvas reservoirs. 

In the area between former " No man's land " and the line Brie- 
ulles-Romagne-Sommerance-Lancon, there were installed, tempor- 
arily, the following: Twenty-six hand pumps at springs or wells 
which were cleaned out or developed, with facilities for supplying 
men and animals; 23 canvas tanks, of which 12 were filled from local 
sources, and 11 by water-tank trains; 10 horse-watering points 
equipped with horse troughs, in addition to those found undamaged 
and to watering points prepared at streams ; and 10 mobile purifica- 
tion trucks. 



MILITARY ENGINEERING. 229 

Semipermanent or permanent installation* in the same area, con- 
sisting of power pump with elevated tank, piping, facilities for filling 
water carts, motor trucks, and canteens, and. in most instances, horse- 
watering troughs were subsequently installed at the following points, 
replacing either hand pumps or mobile purification trucks: Bethin- 
court (2 installations, 1 for men and 1 for animals) ; Moulin de 
Raffecourt; Brabant (1 kilometer southeast); Consenvoye (2 kilo- 
meters southeast) ; Gercourt-Drillancourt-Bois de Forges (rehabili- 
tated German pumping plant and pipe line distribution system) ; 
Avocourt; Avocourt (3 kilometers northwest) ; Cheppy ; Montfaucon 
(4 kilometers south); Montfaucon (1 kilometer south): Cuisy; 
Ivoiry; Septsarges; Gercourt (2 kilometers west) ; Cierges; Gesnes; 
Abri du Crochet; Varnnes; Charpentry: Apremont; Exermont; Ex- 
ermont (1 kilometer east). 

The work was done by detachments sent out from water supply 
troops held in reserve at the respective district headquarters. The 
distribution of the permanent water points was determined by ex- 
isting troop densities. 

Gravity installations with storage and facilities for filling carts and 
canteens, and watering animals, were made at the following places: 
Lancon; Malancourt (1 kilometer north); Cuisy; Cuisy (If kilo- 
meters east) ; Cuisy (2f kilometers east) ; Brabant (^ kilometer 
south) ; and Samogneux (1£ kilometers southeast). 

The drive starting November 1 was prepared for in much the same 
way as the previous one, except that owing to the line having been 
stabilized for some days past, the usual work necessary for the troop 
concentration had already been completed by having the forward 
water points well up to the front, and mobile purification trucks re- 
leased (by being replaced by stationary pumps) and ready to move 
with the forward parties. 

The area had been well developed and maps made and distributed 
to the combatant troops, showing the water points in operation in all 
the troop concentration area, from " jump-off " line back to old " No 
man's land," also the probable location of water points in the advance 
areas. 

On November 1, pioneer parties started forward with animal- 
drawn transport in rear of the combatant troops. Personnel and 
equipment were practically the same as in the previous advances, as 
was also the class of work performed. Semipermanent and perma- 
nent installations were made by detachments sent from the company 
reserves as rapidly as the conditions permitted. 

Temporary installations included the following: Twenty-two 
hand pumps at cleaned out springs or wells, with facilities for men 
and animals; eight canvas tanks filled bv water tank trains: and 



230 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

nine horse-watering points, exclusive of existing undamaged instal- 
lations. 

Permanent installations consisting of power pumps with pipe lines 
to elevated tanks were installed at the following points: Buzanty, 
La Dhuy Ferine, Linv-devant-Dun, Romagne, Sivry-sur-Meuse, Fle- 
ville, Nantillois, and Sommauthe. 

For the water supply of several points motor tank trucks and 
light railway tank cars were used throughout the offensive. Parts 
of the 1st and 2d Provisional Water Tank Trains, which had been 
used in the St. Mihiel operations, were transferred and used in the 
Meuse-Argonne operations. Sections of the two truck trains were 
used to convey water from filling points in the rear to advance canvas 
tanks from which it was drawn by troops. The largest haul for 
any one day was 53,000 gallons. The average daily haul was about 
31,000 gallons. The largest daily haul of the 2.000 -gallon light 
railway tank cars was 14,000 gallons. "Water from the light railway 
tanks was either discharged into canvas or concrete tanks, or drawn 
directly from the cars. 

Watering points for standard-gauge locomotives were provided 
at Aubreville, Yarennes, Dannevoux, Chatel-Chehery, Marcq, Grand 
Pre, and St. Juvin, and for light railway locomotives at Aubreville 
and Cheppy. During the reconstruction of the Verdun-Stenav 
line, temporary locomotive filling points were established at Charny, 
Chattencourt, Forges, Brieulles, Dun, Saulmery, and Stenay. 

Electrical and mechanical . — The electrical and mechanical work 
in the Meuse-Argonne offensive was performed b}^ five companies 
of the 37th Engineers, each assigned to work in one of the three 
American corps areas. Detachments from the three companies, 
however, remained in the Army area for the performance of elec- 
trical and mechanical duties in connection with facilities in the rear. 
Besides making all electrical installations, the electrical and me- 
chanical troops made most of the heavier pumping installations for 
the water supply service in the forward areas, and operated all power 
plants and shops in the rear areas. 

General construction. — A large amount of general construction was 
accomplished by Army Engineer troops. The troops used on such 
work were the 25th Engineers, one company of the 59th Pioneer 
Infantry, one-half company of the 805th Pioneer Infantry, nine 
companies of the 807th Pioneer Infantry, and one company of the 
59th Pioneer Infantry. The construction accomplished included 
8 ammunition dumps; 12 kilometers of light railway; 14 prisoner- 
of-war inclosures; 115 buildings for Army headquarters (33 at 
Ligny, 72 at Souilly, 10 at Chehery) ; 36 barracks for various small 
projects; 54 barracks for winter shelter for 3,000 men, and 2 high- 
way bridges. 



MILITARY ENGINEERING. 



231 




(2543-V8) 308TH ENGINEERS CONSTRUCTING BRIDGE AT DUN-SU R-M EUSE. 

NOVEMBER 8, 1918. 




(2560-V8) 316TH ENGINEERS REPAIRING STANDARD GAUGE RAILROAD AT 
WAEREGHEM (BELGIUM). 



232 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Searchlights. — The Army Engineer troops employed in the oper- 
ations of searchlights for antiaircraft defense consisted wholly of 
elements of the 56th Engineers. The 26 searchlights available to 
the First Army about the 26th of September were only sufficient to 
give a band of lights from the valley of the Moselle on the east to 
the large forest east of the Meuse River. Those lights were later 
transferred to the Meuse-Argonne region and on the 23d of Sep- 
tember 18 lights were in position along the Meuse. The lighted area 
in that region comprised about 325 square kilometers, covering the 
natural approaches from Verdun on the east to Xixeville on the west, 
as well as the valley of the Meuse from Verdun south to Eouvrois- 
sur-Meuse; the searchlights thus protected the main and important 
approaches to back areas, as well as the troops and large railheads in 
rear of the lines of searchlights. 

Searchlight section Xo. 3. French Army, equipped with 90-centi- 
meter lights, had been assigned to the First Army, and was in 
position near Clermont-en-Argonne. On October 5, a detail of the 
56th Engineers placed a captured German searchlight in operation. 
Eight searchlights were moved from the valley of the Moselle to new 
positions on the western flank of the lighted areas between Recicourt 
and Clermont-en-Argonne on October 6. The lighted area was then 
425 square kilometers, fourteen 90-centimeter lights manned by per- 
sonnel of the 56th Engineers arrived in the Army area October 18, 
and were grouped into positions in the general line of Esnes-Mont- 
faucon-Varennes. On the 19th, 13 of the searchlights were moved 
from positions along the Meuse up to the general line Haudainville- 
Verdun-Esnes. Four lights of the French searchlight section No. 
3, together with four additional French lights were moved to cover 
the territory south of the lighted area, along the valley of the Meuse, 
thus making a continuous lighted area to St. Mihiel, comprising 
about 455 square kilometers. 

On October 10 an additional high-intensity searchlight was located 
near the airdrome of the first pursuit group at Rembercourt. That 
light was used in cooperation with the air service in night antiair- 
craft defense, the object being to illuminate the enemy bomber so 
that American planes aloft might attack him. Pursuit planes then 
defended the area from the south of La Croix-sur-Meuse to Verdun, 
and from Verdun to Varennes, and antiaircraft batteries defended 
the following areas: South of La Croix-sur-Meuse; northeast of 
Verdun between the Meuse River and the Verdun-Metz highway, 
including Verdun; west of the eastern edge of the Argonne forest: 
and south of the lighted areas. 

Camouflage. — Of the Army camouflage troops belonging to the 
40th Engineers, assigned to the First Army. 1 officer and 12 men 
were assigned to each of the divisions, and 1 officer and 20 men were 



MILITARY ENGINEERING. 233 

assigned to the Army artillery. An advance camouflage factory was 
established at Ste. Menehould, and civilian labor used. Camouflage 
dumps were established in connection with the corps dumps at Dom- 
basle and Aubreville, the necessary material being secured from the 
central camouflage factory at Dijon. 

During the 10 days preceding the attack, every effort was made 
to conceal signs of preparation, especially those of the artillery. The 
broken character of the soil rendered hasty camouflage fairly easy. 
In that period 52 American and 45 French artillery positions were 
camouflaged; in addition 298 batteries, with a total of 1,500 guns 
of corps artillery, were treated. 

During the advance the camouflage detachments accompanied di- 
visional and corps organizations and prepared new positions as they 
were taken up. Between September 26 and November 1, about 12 
kilometers of road screening was accomplished in the advanced areas, 
besides some work on " P.Cs.", parking places, and dumps. From 
the beginning to the end of the Meuse-Argonne operations, 370 bat- 
tery positions were treated, materials used including 1,473 nets and 
159,360 square meters of other camouflage material. 

Engineer supply. — The troops employed in the supply of Engineer 
material under direction of the chief engineer, First Army, were 
the 24th Engineers and detachments of the 37th Engineers, until 
October 7, when all Army Engineer troops were relieved in the 
operation of parks and dumps by the 808th Pioneer Infantry. About 
the middle of September the French engineer dumps at Les Islettes, 
Aubreville, and Dombasle were taken over, and, with their stocks, 
assigned as corps dumps of the First, Fifth, and Third Corps, re- 
spectively. At the same time a large French dump at Souhesme-le- 
Grande was taken over and operated as the Army engineer park. 
Great quantities of additional Engineer material were secured from 
the Service of Supply, from the French, and from the Second 
Army's St. Mihiel area. 

During the period September 22-November 11, the receipts of 
Engineer material totaled 31,000 tons, and the issue 14,000. The 
foregoing totals are over and above the thousands of tons of cap- 
tured material used in the field. 

ENGINEER OPERATIONS, AMERICAN SECOND ARMY. 

The American Second Army, which was created October 10, 1918. 
took over on the 26th from the First Army the Toul sector, including 
the territory wrested from the Germans in the St. Mihiel drive. 
Offensive operations on a front of 50 kilometers, from Fresnes-en- 
Woevre to Port-sur-Seille, the latter place being about 8 kilometers 
west of the Moselle, were begun on November 10. On that date, keep- 
ing touch with the sweeping movements of the American First Army 



234 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

on the left, the Second Army attacked with all energy in the general 
direction of Conflans and Briey, aiming to envelop Metz in conjunc- 
tion with the French Tenth Army on the right, whose attack north- 
east and east toward the Saar and the Rhine was to have been 
launched on November 14. 

In the line on November 8, from right to left, were the Sixth Corps 
with the 92d Division, the Fourth Corps with the Tth and 28th Divi- 
sions, and the 33d Division, which was assigned to the Seventeenth 
French Corps. In support, or moving into support, the Second Army 
had the 88th, 4th, 35th, and 82d American and 26th French Divisions, 
besides the 85th American Division, which could not be counted 
specifically as a reserve division because it was the replacement divi- 
sion of the Army. Of the front line divisions, the 92d held from 
Port-sur-Seille to a point south of Preny, about 4 kilometers west of 
the Moselle ; the Tth from Prcny to the east bank of the Rupt de Mad ; 
the 28th from the Rupt de Mad across Lachaussee Lake to about La 
Seigmulle Brook, a short distance north of Hattonchatel ; and the 
33d from this brook to Fresnes. 

Preparations for the attack of November 10 and 11 were initiated 
in Second Army orders of November 1, which were to be put into 
execution in event of enemy withdrawal. It was directed that the 
Seventeenth French Corps advance toward Conflans, the Fourth 
Corps toward Vionville, and the Sixth Corps stand fast, but main- 
tain close contact with the enemy by means of strong reconnaissances. 
On November 9 intelligence report indicated that the enemy was with- 
drawing progressively from west to east, leaving a very thin line to 
cover his departure. At 6.30 p. m. on that date, therefore, an order 
was issued making the original plan effective at once. It was fol- 
lowed by information issued at 1.30 a. m. on November 10, which 
announced that the enemy, disorganized, was withdrawing along the 
entire front. The zero hour was designated at 7 a. m., and at that 
time the Second Army attacked. 

When hostilities ceased at 11 a. m. on November 11, 58 square kilo- 
meters of territory had been taken and 185 prisoners captured and the 
attack was progressing favorably. 

DIVISIONAL ENGINEER OPERATIONS. 

317th Engineers, 9%d Division. — Only one company of the 317th 
Engineers was attached to the 92d Division in the Second Army's 
attack. It was employed in road construction, bridge repair, and 
work on observation posts in the front line. The French guards on 
mined Moselle River bridges were also relieved by detachments of the 
company. 

5th Engineers, 7th Division. — The 5th Engineers moved to the 7th 
Division's area in the Second Army sector on October 30 and began 



MILITARY ENGINEERING. 235 

offensive preparations. In the advance three companies were as- 
signed to accompany the Infantry, one company to make the main 
forward road passable, and two companies were held temporarily in 
reserve. 

103d Engineers, 28th Division. — The 103d Engineers with the 28th 
Division performed the usual Engineer duties for its division in the 
attack. 

108th Engineers, 33d Division. — The 33d Division passed to the 
control of the Second French Corps (later the Seventeenth French 
Corps) on October 22. The 108th Engineers immediately undertook 
the maintenance of a large mileage of roads, a great variety of con- 
struction and repair, and other duties in preparation for the attack. 
Previous to the offensive reconnaissance patrols were sent out to ob- 
tain information in the forward areas. Engineer detachments also 
assisted Infantry patrols in getting through obstacles, receiving high 
commendation therefor from infantry commanders. The work of 
repairing roads was continued constantly under very .adverse condi- 
tions, which included exposure to high explosive and gas shells. 

CORPS ENGINEER OPERATIONS. 

Sixth Army Corps. — When assigned to the Second Army on Octo- 
ber 13, the Sixth Corps possessed, as corps troops, the 115th Engi- 
neers, engaged in road construction in the forward areas and bar- 
rack construction, which were continued throughout the month. The 
first ten days of November were occupied in preparing the sector 
for attack by the establishment of dumps, repair of roads and 
bridges, and provision of a pontoon train and light footbridge equi- 
page. The 92d Division in line, having but one sapper company, de- 
tachments of the 115th Engineers were placed in line with the divi- 
sion. In the attack of November 10, the corps engineer had at his 
disposal one battalion of the 801th Pioneer Infantry and the 115th 
Engineers, less one company in line, which were held in alert posi- 
tion in Puvenelle Forest. 

Fourth Army Corps. — The 301st Engineers was assigned to the 
Fourth Corps as corps troops and was engaged principally upon 
road work and the construction of the second position. Prior to the 
advance the 51st Pioneer Infantry was also employed on road work 
under the corps engineer. 

ARMY ENGINEER OPERATIONS. 

The Army Engineer troops assigned to the chief engineer, Second 
Army, were: 

11th Engineers (standard gauge railway) — 2 companies. 
12th Engineers (light railway) — 2 companies. 



236 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

15th Engineers (standard gauge railway) — battalion headquar- 
ters and 1 company. 

21st Engineers (light railway) — headquarters and 5 companies. 

22d Engineers (light railway) — headquarters and 9 companies. 

23d Engineers (roads) — 2 companies, 3 truck companies, and 1 
wagon company. 

24th Engineers (supply and shop) — 2 companies. 

25th Engineers (general construction) — 1 company. 

26th Engineers (water supply) — headquarters and 5 companies. 

28th Engineers (quarry) — headquarters and 2 companies. 

29th Engineers (surveying and printing) — 1 company. 

37th Engineers (electrical and mechanical) — 1 company. 

56th Engineers (searchlight) — 1 company. 

505th Service Battalion — entire battalion. 

522d Service Battalion — entire battalion. 

524th Service Battalion — headquarters and 2 companies. 

528th Service Battalion — headquarters and 3 companies. 

530th Service Battalion — headquarters and 3 companies. 

535th Service Battalion — entire battalion. 

543d Service Battalion — entire battalion. 

These troops under the chief engineer of the Army executed the 
work described in the following sections. 

Standard-gauge railways. — Important railway construction was 
begun previous to October 10 in the area assigned to the Second 
Army, and considerable work was accomplished prior to the offen- 
sive. The railroads at Woinville and Bernecourt and the standard- 
gauge railroads from Commercy to Woinville and from Ansauville 
Junction to Bernecourt were completed and placed in operation. 
Various surveys were made and troops engaged in ballasting and 
maintaining all lines operated by the Americans in the sector and in 
improving the facilities at both railheads. 

Narrow-gauge railways. — The operation of 60-centimeter lines in 
what had been the Toul sector of the First Army was assigned to 
the 12th Engineers. For operating and maintenance purposes the 
sector was subdivided into three districts, namely, the Belleville or 
eastern district, the Menil-la-Tour or central district, and the Sorcy 
or western district. Extensive ballasting was done on existing lines, 
and an extension 7 kilometers in length, involving considerable 
grading was constructed; right of way on old German lines was 
made wider to accommodate United States equipment, tracks broken 
by shells were repaired, and three terminal yards were completed. 
Eight railway construction forces, sent to Vieville-sous-les-Cotes 
and Boney previous to the offensive, had laid a considerable length 
of track in extension of existing lines by the morning of Novem- 
ber 11. 



MILITARY ENGINEERING. 



237 



Roads. — To facilitate road work, the Second Army area was di- 
vided into four sections, namely, the Toul, East Toul, West Toul. 
and St. Mihiel sections. Priority roads were established and work 
was done on 12 national highways, which passed through the area. 
The rock used was obtained both from the French and from quarries 




operated by or under the supervision of the 28th Engineers. Labor 
on road projects was furnished by Pioneer Infantry and Service Bat- 
talions, and back of the 30-kilometer line by prisoners of war, work- 
ing under the supervision of technical troops of the 23d Engineers. 
At the close of October approximately 10,000 men were employed on 
over 145 kilometers of roads. 



238 



HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 



Advance dumps of road material were established just previous to 
the advance. It was provided that Army road troops be assembled 
ready to assist corps or divisional Engineers, or to follow imme- 
diately after them as the advance progressed. All troops and equip- 
ment reported at their stations in ample time, but the advance made 




before the cessation of hostilities was insufficient to necessitate their 
employment beyond the original front line. Road forces in the rear 
maintained the main Army highways from dumps and railheads to 
the front. 

Water supply. — The Army area was divided into two districts for 
water-supply work, St. Mihiel and Toul. Existing facilities were 



MILITARY ENGINEERING. 239 

repaired and improved at various points by water-supply troops, and 
German water systems were restored and operated. Two purifica- 
tion plants, each with a capacity of 50 gallons per minute, consisting 
of sedimentation basins, rapid sand filters, chlorinating devices, and 
clear-water basins were installed. Railway and cart filling stations, 
shower baths, and delousing stations were placed in operation. Op- 
erators were placed at pumping plants previously operated by the 
French or by Engineers of the First Army. A water-tank train 
hauled water to points which could not be supplied in any other way. 

Companies A and B, 26th Engineers, and a detachment of the 
24th Engineers were employed on the waterwork in the area. Truck- 
filling stations were established previous to the advance and water 
supply material stocked well forward. A detachment was located at 
St. Maurice ready to follow the attack and install reservoirs, rehabili- 
tate wells, and perform other usual duties. 

Supply and electrical and mechanical. — The depot at Leonval, al- 
ready of considerable size, was enlarged to meet the requirements of 
an Army depot, and the supplies on hand supplemented by substan- 
tial requisitions. Previous to the offensive, therefore, it was able to 
make large shipments to corps and other dumps that were established 
forward. Three shops, capable of various kinds of manufacture and 
repair in quantity were established and two sets of motor-truck shops 
for small repairs were provided. About 50 portable artillery bridges 
were manufactured by the shop section. That work was largely 
executed by the 24th and 37th Engineers. 

Searchlights. — The searchlight troops, one company, 56th Engi- 
neers, were active in the Army area, and with six 60-inch lights did 
much valuable work against hostile aircraft. During the attack re- 
connaissances were made and emplacements located to which search- 
lights could be moved as soon as the lines had become sufficiently ad- 
vanced. 

Camouflage. — Camouflage troops, detachments of the 40th Engi- 
neers, distributed among the divisions on the front lines, did consider- 
able work with the divisional artillery and dumps. 

General construction. — Unloading ramps, warehouses, barracks, 
and prisoner-of-war inclosures were constructed at various parts of 
the Army area and repairs made to barracks and hospitals. 

ENGINEER OPERATIONS AFTER THE ARMISTICE. 

The organization of the American Third Army was inaugurated 
November 7, 1918, and completed on November 15. Most of the 
veteran corps and divisions of the First and Second Armies became 
components of the new Third Army, organized to become the Amer- 
ican Army of Occupation. 



240 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

The reconstituted First and Second Armies, then relieved of their 
duties as combatant organizations, so disposed themselves as best to 
facilitate a program of training ordered by general headquarters. 
The Third Army moved by marching and by train to the American 
sector on the Rhine. 

ENGINEER OPERATIONS, FIRST ARMY. 

The Engineer troops attached to the commands remaining in the 
First Army engaged in the removal of mines and traps, salvage, and 
the reconstruction of the necessary roads and railroads over which 
the troops of occupation and their supplies were to pass. Light rail- 
way troops built lines across " No man's land " to connect with the 
German narrow-gauge system. Standard-gauge tracks, laid to points 
close behind the front before hostilities ceased, were extended and 
joined with existing lines beyond which were repaired where neces- 
sary. 

In its reorganized form the First Army embraced the following: 
First Corps — 114th Engineers attached. 

36th Division — 111th Engineers attached. 
78th Division — 303d Engineers attached. 
80th Division — 305th Engineers attached. 
Fifth Corps— 003d-604th Engineers (Provisional) attached. 
26th Division — 101st Engineers attached. 
29th Division— 104th Engineers attached. 
82d Division — 307th Engineers attached. 
Eighth Corps — 605th Engineers attached. 
6th Division — 318th Engineers attached. 
77th Division — 302d Engineers attached. 
81st Division — 306th Engineers attached. 
First Army headquarters had the following Army Engineer troops : 
11th Engineers (standard-gauge railway) — headquarters and four 
companies. 

12th Engineers (light railway) — headquarters and 4 companies. 
14th Engineers (light railway) — headquarters and entire regiment 
15th Engineers (standard-gauge railway) — 3 companies. 
16th Engineers (standard-gauge railway) — entire regiment. 
21st Engineers (light railway) — 8 companies. 
22d Engineers (light railway) — 6 companies. 
23d Engineers (roads) — headquarters, 10 companies, 7 truck com 
panies, 4 wagon companies. 

24th Engineers (shop and supply) — headquarters and 4 companies 
25th Engineers (construction) — -headquarters. 5 companies. 
26th Engineers (water supply) — 1 company. 
27th Engineers (bridge) — headquarters, fi companies. 



MILITARY ENGINEERING. 241 

28th Engineers (quarry) — 3 companies. 

37th Engineers (electrical and mechanical) — headquarters, 4 com- 
panies. 

508th Service Battalion — 1 company. 

524th Service Battalion — 2 companies. 

527th Service Battalion — entire battalion. 

528th Service Battalion — 1 company. 

534th Service Battalion — 2 companies. 

537th Service Battalion — entire battalion. 

544th Service Battalion — entire battalion. 

545th Service Battalion — entire battalion. 

Headquarters of the First Army remained at Souilly for a period 
and later removed to Bar-sur-Aube. Operations extended over a 
wide area from points well in advance of the line on which hostili- 
ties ceased to divisional training areas far in the rear, to which 
many of the divisions moved. Divisional and corps Engineers were 
employed largely upon road maintenance and upon general con- 
struction and repair in divisional areas or embarked upon a period 
of training with the commands to which they belonged. 

In compliance with orders issued on November 19, which assigned 
to the transportation department the responsibility for all standard- 
gauge railroad construction and repair, the 11th, 12th, 14th, 15th, 
16th, 21st, and 22d Engineers were soon thereafter transferred to 
that department. On December 10 the duties, lines, equipment, and 
personnel pertaining to light railways and roads passed from the 
control of the armies to the chief engineer, American Expeditionary 
Forces. Through those changes the army was relieved of practically 
all the Army Engineer troops. 

In the succeeding weeks various divisions and units were ordered 
to the Service of Supply for duty or for embarkation to the United 
States. Other divisions were assigned to the Third Army and 
moved forward to the Rhine to replace returning divisions. April 
19, 1919, the First Army was dissolved. 

ENGINEER OPERATIONS, SECOND ARMY. 

None of the divisions comprising the Second Army when hostili- 
ties ceased were transferred to the new Third Army. The Engineers 
attached to such divisions, therefore, remained in the old line and 
engaged in road, repair, salvage, policing, removal of mines, and 
other duties. The 108th Engineers alone removed approximately 
6,000 mines. The 110th Engineers of the 35th Division, which 
entered the Second Army November 12, was placed at the disposal 
of the chief engineer, Seventeenth French Corps, and employed on 
quarry and bridge work, road repair, and salvage operations. Light 

127071—19 16 



242 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

railway troops made connections with the German light-railway 
system across " No man's land," opening various routes, which per- 
mitted operation as far as Conflans. 

The 313th Engineers of the 88th Division was moving in as reserve 
when the armistice was signed. In order to open the railroad 
leading into Metz, the regiment march 34 kilometers to Pont-a- 
Mousson on November 15, and on the 16th continued the march to 
Norroy, 10 kilometers beyond, arriving there at 10.30 a. m. Repair 
of the main line from Nancy to Metz was at once begun and rushed 
with the result that at 2.30 p. m. of the same day the first train bear- 
ing many distinguished Allied officers passed through Norroy to 
Metz. Other railroad repair in the vicinity of Conflans was after- 
wards undertaken by the regiment. 

When the Third Army started forward, small water-supply de- 
tachments of the Second Army preceded both of the advance columns 
as far as Briey, searching out and placarding water points and 
making minor repairs to existing installations. Sterilabs were sent 
to advance points and examination of the quality of water supplies 
was continued in the area occupied by American troops for some 
time after the armistice. 

The Second Army was reconstituted as follows in the latter part 
of November: 

Sixth Corps — 115th Engineers attached: 
7th Division — 5th Engineers attached. 
5th Division — 7th Engineers attached. 
28th Division — 103d Engineers attached. 
92d Division — 317th Engineers attached. 
Ninth Corps (newly organized) — 313th Engineers attached: 
33d Division — 108th Engineers attached. 
35th Division — 110th Engineers attached. 
79th Division — 304th Engineers attached. 
88th Division — (313th Engineers, serving as corps troops). 
Second Army headquarters had the following attached : 
11th Engineers (standard-gauge railway) — 2 companies. 
12th Engineers (light railway) — 2 companies. 
15th Engineers (light railway) — battalion headquarters, 1 com- 
pany. 

21st Engineers (light railway) — headquarters, 5 companies. 
22d Engineers (light railway) — headquarters, 9 companies. 
23d Engineers (roads) — 2 companies, 3 truck companies, 1 wagon 
company. 

24th Engineers (shop and supply) — 2 companies. 

25th Engineers (construction) — 1 company. 

26th Engineers (water supply) — headquarters, 5 companies. 

28th Engineers (quarry and mining) — headquarters, 2 companies. 



MILITARY ENGINEERING. 243 

29th Engineers (surveying and printing)— 1 company. 

37th Engineers (electrical and mechanical) — 2 companies. 

505th Service Battalion — entire battalion. 

522d Service Battalion — entire battalion. 

524th Service Battalion — headquarters, 2 companies. 

528th Service Battalion — headquarters, 3 companies. 

530th Service Battalion — headquarters, 3 companies. 

535th Service Battalion — entire battalion. 

542d Service Battalion — 1 company. 

543d Service Battalion — entire battalion. 

546th Service Battalion — entire battalion. 

Headquarters of the Second Army remained at Toul throughout 
the period of its operations. As in the case of the First Army, an 
extensive program of training was begun in which Engineer units 
participated, except when their services were required for road 
repair, construction, and other engineer duties. Standard-gauge 
railroad lines were repaired and maintained until December 17. 
when they passed to the control of the transportation department. 
Narrow-gauge railways were maintained and operated until mid- 
night of December 18-19, when they were transferred to the director 
of light railways and roads. The responsibility for road work was 
transferred to the section engineer, advance section, service of sup- 
ply, at midnight, December 18-19. The Second Army, by the same 
order that abolished the First Army, was dissolved on April 19, 1919. 

ENGINEER OPERATIONS, THIRD ARMY. 

Upon the signing of the armistice the enemy withdrew his armies 
and marched them toward Germany. The American First and Sec- 
ond Army " fronts " then became First and Second Army areas. In 
those areas was organized the American Third Army. It was first 
composed of six veteran divisions which had demonstrated excep- 
tional worth in the First Army's Meuse-Argonne advance. 

The Third Corps headquarters was transferred from the First 
and the Fourth Corps from the Second Army to the Third Army. 
To the two corps commands were assigned the six divisions. The 
tactical and Engineer organization of the Third Army when the 
advance toward the Rhine began November 17, 1918, was : 

Third Army headquarters, 24th, 26th, 37th (Provisional) En- 
gineer Regiment (composed of regimental headquarters and 2 com- 
panies, 24th Engineers; 2 companies, 26th Engineers; 1st Battalion 
headquarters, and 2 companies, 37th Engineers), attached to the 
Third Army as Army Engineer troops. 

Third Corps — 308th Engineers attached : 

2d Division — 2d Engineers attached, in line. 
32d Divison — 107th Engineers attached, in line. 
42d Division — 117th Engineers attached, in line. 



244 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

Fourth Corps — 301st Engineers, attached: 

1st Division — 1st Engineers, attached, in line. 
3d Division — 6th Engineers, attached, in line. 
4th Division — 4th Engineers, attached, in support. 

The Third Corps advanced on the left and the Fourth Corps on 
the right. The French Fifth Army continued the advancing line 
on the Third Army's left to the junction of the Third Army's 
northern boundary with that of the British Second Army. The 
French Tenth Army carried the advance on the Third Army's south. 

The advance divisions of the Third Army had reached the 1914 
French frontier, November 18, where they were held by the Allied 
high command until the 20th. On that date the advance continued 
through Luxemburg and arrived at the German frontier on the 23d. 
The Army, under orders, then remained on the Luxemburg-German 
frontier until December 1. 

In the meantime the Seventh Corps had been organized and as a 
reserve corps moved up to the 1914 French frontier. Its tactical 
and Engineer composition was: 

Seventh Corps headquarters — 310th-602d (Provisional) Engineer 
Regiment, attached as corps Engineer troops. 
89th Division — 314th Engineers, attached. 
90th Division — 315th Engineers, attached. 

Also the 5th Division, 7th Engineers, attached, of the Second 
Army had been advanced and distributed along the line of communi- 
cation to serve as Third Army line-of -communication troops. 

On the 1st of December the entire Third Army and the 5th 
Division again proceeded in the advance. On December 8 the 2d 
Divisional Cavalry reached the Rhine. On the 9th, 10th, and 11th 
advance elements of the 2d, 32d, 1st, and 3d Divisions came to a 
stop on the Rhine. Thus, on December 12, the Third Army was well 
established on the west bank of the Rhine. 

The divisions in line arrived on the Rhine in accordance with the 
sector then assigned to the Third Army — from Rolandseek on the 
north to near Trachtingshausen on the south. However, a rearrange- 
ment of the sector left the north limit the same, but on the south it 
was reduced, the southern boundary being set to include Berncastle, 
Wittlich, Cochem, Mayen, Coblenz, Montabaur, and Westerburg. 
The Third Army sector included the bridgehead at Coblenz, less that 
part cut off by the new southern boundary, which was occupied by 
the French Tenth Army. That bridgehead was the territory on the 
right bank of the Rhine within a circle with a 30-kilometer radius 
and a center at the eastern abutment of the Pfaffendorfer bridge at 
Coblenz. 

The change in sector limits made necessary a reconstitution of the 
Third and Fourth Corps and a shifting of the troops on the left 



MILITARY ENGINEERING. 245 

bank of the river. Consequently, on the morning of the 13th of 
December the 1st Division passed to the command of the Third 
Corps, which was designated as the corps to occupy the northern 
sector of the Coblenz bridgehead, with the French on the south. 
The 1st, 2d, and 32d Divisions then comprised the Third Corps. 

The Third Corps began crossing the Rhine at 7 a. m. December 12. 
The 2d Division, on the left, crossed at Remagen ; the 32d, in the cen- 
ter, at Engers; and the 1st, on the right, crossed on the two bridges of 
Coblenz. The Fourth Corps, in support of the Third Corps, oc- 
cupied with its divisions May en, Ahrweiler, Adenan, and Cochem. 
The Seventh Corps with its divisions occupied the Regierungsbezirk 
of Trier. The foregoing, completed December 18, was the final dis- 
position of the American Army of Occupation on the Rhine. 

Subsequently various changes were made in the Third Army com- 
mand. The 42d Division was relieved by the 4th Division April 1 
and transferred to the Service of Supply for transport to the United 
States. The 6th Division (318th Engineers attached) was trans- 
ferred from the First Army to replace the 4th Division. The 32d 
Division was transferred to the Service of Supply April 8 for em- 
barkation. The Sixth Corps was transferred from the First Army 
to the Third April 1, and with its two divisions, the 5th (7th Engi- 
neers attached) and 33d (108th Engineers attached), occupied the 
Duchy of Luxemburg. The Sixth Corps was broken up shortly 
after, however, and the 33d Division returned to the United States. 
It was replaced by the 7th Division (5th Engineers attached) from 
the Second Army. The 5th Division remained in Luxemburg as a 
component of the Seventh Corps. In May the 5th and 7th Divisions 
relieved the 89th and 90th Divisions of the Seventh Corps, and the 
two latter were returned to the United States. Thus before the end 
of May the American Army of Occupation was composed entirely 
of Regular Army divisions — the 1st, 2d, 3d, 4th, 5th, Gth, and 7th. 

ENGINEER OPERATIONS. 

During the Third Army's advance from the American front of 
November 11 to the Rhine the provisional Army Engineer regi- 
ment was distributed as follows: One-half of a water-supply com- 
pany (2Gth Engineers) to each of the four leading divisions; an 
electrical-mechanical company (37th Engineers) to each corps; one 
shop and one supply company (24th Engineers) to the 1st and one 
to the 3d Division. 

The chief engineers of the First and Second Armies were charged 
with the Engineer work incident to getting the Third Army for- 
ward beyond the American front of November 11. No difficulty was 
experienced in the movement across " No man's land." In fact, the 
only serious engineering problem was that of railway transportation 



246 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

for rationing the. advancing units. Although that was the duty of 
the Transportation Corps, the only troops operating in the area 
were two companies of the 37th Engineers and a detachment of the 
21st Engineers, who were sent forward by the chief engineers, First 
Army, to open up the railway lines. In view of the serious Army sup- 
ply situation, the commanding general, Third Army, directed his 
chief engineer to assume direction of all railroad operation in the 
area. Under his supervision much rolling stock was taken over from 
the Germans and put in operation, pumping plants were placed in 
operation, and railhead sites were reconnoitered well to the front. A 
number of Engineer dumps containing a good assortment of Engi- 
neer material were found during the advance. The chief activities 
of the Army, corps, and divisional engineers during the advance 
to the German frontier were forward reconnaissance of railroads, 
roads, bridges, and quarries, and the provision of lights for the head- 
quarters of the various commands. The divisional engineers of 
the leading divisions after crossing the German border on December 
1 found the roads in fair condition, but on the whole much narrower 
and steeper than those of France. The difficulty of transport was 
therefore increased, but nothing could be done by the engineers 
except in the way of traffic control. 

On December 4 two companies of the 37th Engineers advanced 
along the railroad to and beyond the Rhine developing railheads and 
reconnoitering public utilities en route. Also, as the leading divi- 
sions advanced their Engineer regiments inspected the public utilities 
in all towns passed through and took remedial measures where they 
were necessary. In towns where utilities were rendered insufficient 
by the increased load due to the occupation supplemental installa- 
tions were made and detachments left for their operations. 

A forward inspection of bridges showed that all were ready for the 
crossing of the leading divisions except that the pontoon structure 
across the Moselle at Treis. That bridge which had previously been 
built for the withdrawal of the German columns and then removed, 
was replaced by the. same contractors and ready for use when the 
troops reached that point. 

The rather poor condition of the roads in the Third Army's sector 
began to assume a considerable degree of importance as the effect 
of American motor transport became apparent after the middle of 
December. About that time the question of road maintenance in the 
occupied territory was taken up with the German authorities by the 
Allied high command. In the meantime an organization of the corps 
and divisional Engineers was developed for the upkeep of the roads. 
It was arranged that the corps and divisional Engineers should assist 
the local German road administration system which supplied the 
labor, by supplying the necessary motor and wagon transport. It 



MILITARY ENGINEERING. 247 

very shortly became necessary to also use Engineer labor on the roads. 
Eventually, it was arranged that the German road administration's 
system supply all the labor while the Engineer troops were used only 
in supervision and transport. Road maintenance necessitated the 
operation of numerous German quarries which was done under the 
supervision of American Engineer personnel. 

Gradually the number of Engineer troops employed in the road 
and the public utilities services was reduced to the minimum needed 
for technical supervision in accordance with a policy of leaving to the 
Germans the performance of the actual work. The Germans on their 
part lived up to the requirements very well in the main. Their pub- 
lic utilities were operated with little basis for criticism, their rail- 
roads were operated as satisfactorily as could be expected under the 
circumstances, their roads were brought to a very fair state, all, how- 
ever, as a result of the positive insistance of the Army Engineer 
organization. 

During the latter half of December the detachments of the 24th, 
26th, and 37th Engineers were relieved from duty with Third Army 
headquarters and returned to their regiments in the Service of Sup- 
ply. They were replaced as Army Engineer troops by one company 
of the 301st Engineers (Fourth Corps regiment) and one company 
of the 310th Engineers (Seventh Corps regiment). 

Beside their public utility and road work, the divisional Engineers 
were employed in such purely divisional construction as buildings 
for housing and entertainment, stables and dipping vats for animals, 
and rifle ranges, also a considerable amount of improvement and con- 
struction was accomplished with respect to wharves and landing 
stages. Gradually the greater part of all Engineer personnel became 
engaged in drill and Engineer training, for which excellent facili- 
ties existed in and near the Rhine, particularly for pontoon training 
upon a very extensive scale. 

REFERENCE DATA, ENGINEER OPERATIONS WITH ARMIES. 

Appendix number. 

Regimental histories and monthly reports R-l to R-605, inclusive. 

Reports, corps engineers C-l to C-9, inclusive. 

Reports, chief engineers, armies A-l to A-3, inclusive. 

Maps, major offensives Appendix No. 1. 



Part III. 
ENGINEER SUPPLY AND CONSTRUCTION. 






ENGINEER SUPPLIES. 

Engineer supplies which had been procured for American Expe- 
ditionary Forces operations, amounted to more than 3,000,000 tons; 
the total cost involved was approximately $450,000,000. The pro- 
curement, storage, and distribution of this material was the main 
function of the division of military engineering and engineer sup- 
plies. After the division was abolished January 27, 1919, its duties 
in connection with supplies were assigned to the Engineer purchas- 
ing officer. 

Supplies were obtained both by shipment from the United States 
and by purchase in Europe. From the United States there were 
received a total of 1,416,167 tons, the first shipments being received 
in March, 1918, and the last in December, 1918. Of this total ton- 
nage, 963,816 tons were classified as Engineer supplies and 452,351 
tons as director general of transportation supplies. European pur- 
chases were of three classes: Open-market purchases, contract pur- 
chases, and purchases from Allied Governments. They represented 
mainly wood barracks, hospitals, and other buildings, heavy build- 
ing material and material which could not have been economically 
transported to France from the United States. 

Taking into consideration deductions due to cancellations after the 
armistice, the net total of open-market European purchases to April 
1, 1919, represented 799,645 tons, valued at 463,338,871 francs; the 
cancellations referred to amounted to 89,540 tons, valued at 90,589,290 
francs. Under the classification of European purchases by contract, 
to March 17, 1919, 182 contracts had been executed, representing an 
expenditure of 523,832,000 francs; of this total, however, 77,215,500 
francs were canceled and 211,578,500 francs were canceled but still 
under settlement. 

The purchases from Allied Governments consisted mainly of 
camps, barracks, and forests. Prior to the incorporation of the for- 
estry section, Engineer purchasing office, with the division of con- 
struction and forestry, all negotiations for acquiring forests were 
made by the Engineer purchasing office. Forests and forest products 
thus purchased from the French Government amounted to 72,305,682 
francs, a tonnage of 1,856,771. The camps, etc.. acquired from the 

249 



250 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

French Government were handled by the division of construction and 
forestry, the Engineer purchasing office being the disbursing office. 
The number of barracks acquired by the Engineer purchasing office 
from the French Government was as follows: Hospital barracks, 
1,118; troop barracks, 3,681; stables, 500. General Engineer sup- 
plies to the value of 176,966,370 francs, with a tonnage of 97,047, were 
also secured. 

ENGINEER SUPPLY SECTION. 

The supply organization grew almost insensibly, beginning to oper- 
ate when the first representatives of the American Expeditionary 
Forces arrived in France. Its early operations were necessarily in- 
formal, and its distinct existence began only several months later. 
Late in September, 1917, the supply section of the office of the chief 
engineer, American Expeditionary Forces, had developed three main 
lines of activity: (1) Purchasing and disbursing; (2) requisitions 
and requirements; (3) Engineer depots. In the year and a half dur- 
ing which Engineer supplies were purchased, stored, and distributed 
for American Expeditionary Forces use, many changes and develop- 
ments took place in methods of handling this business. The internal 
organization finally adopted for the Engineer supplies' section sub- 
divided the work as shown in the following schedule. This was the 
organization in force during the latter months of the war, and until 
January, 1919. 

A. Production and procurement section: 

1. Front-line supplies. 

2. Unit equipment. 

3. Light railways and roads. 

4. Eailways and general construction. 

5. Electrical and mechanical. 

6. Water supply. 

B. General depot section: 

1. Front-line section. 

2. Electrical section. 

3. Forestry section. 

4. Structural steel, etc. 

5. Cement section. 

6. Construction plant. 

7. Motor and other vehicles. 
^ 8. Standard railways. 

9. Light railways. 

10. Roads. 

11. Water supply. 

12. Hardware and tools. 

13. Retail issue. 



ENGINEER SUPPLY AND CONSTRUCTION. 251 

C. Section Engineer depots : 

1. Advance section. 

2. Intermediate section, east. 

3. Intermediate section, west. 

4. Base section No. 1. 

5. Base section No. 2. 

6. Base section No. 4. 

7. Base section No. 5. 

8. Base section No. 6. 

9. Base section No. 7. 

D. Shop and repair section. 

E. Traffic section. 

F. Statistical section. 

SUPPLIES FROM THE UNITED STATES. 

The procurement section of the Engineer supply office assumed 
the routine of preparing requisitions for purchase. These were 
placed on the Paris and London purchasing offices if the supplies 
were susceptible of purchase on the Continent or in England; if 
not, the requisitions were placed, through channels, with the Chief 
of Engineers in Washington. Naturally the great majority of Engi- 
neer supplies had to come from the United States. By December 
31, 1917, requisitions 1 to 12, covering the bulk of the initial and 
automatic supplies estimated to be needed in France, had been placed 
on order, and some shipments had already been made and received. 
As these requisitions were the main basis of current supplies, a tabula- 
tion of them is given herewith : 

Requisition No. 1, dated July 10, 1917 Camouflage materials and steel 

products. 

Requisition No. 2, dated July 10, 1917 Water supply stores. 

Requisition No. 3, dated July 10, 1917 Electrical supplies. 

Requisition No. 4, dated July 10, 1917 General Engineer construction 

tools. 

Requisition No. 5, dated July 10, 1917 Road construction material and 

equipment. 

Requisition No. 6, dated July 14, 1917 Railroad construction material 

and equipment. 

Requisition No. 7, dated July 26, 1917 Mining supplies and equipment. 

Requisition No. 8, dated Aug. 6, 1917 Construction tools and ma- 
terials. 

Requisition No. 9, dated Aug. 18, 1917 /Trench track material and 

equipment. 

Requisition No. 10, dated Oct. 10, 1917 General Engineer supplies. 

Requisition No. 11, dated Nov. 24, 1917 General Engineer supplies, in- 
cluding combatant supplies. 

Requisition No. HA, dated Dec. 29, 1917 Special Engineer supplies (steel 

shelters, repair parts, etc.). 

Requisition No. 12, dated Jan. 17, 1918 General Engineer supplies, in- 
cluding combatant supplies. 



252 



HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 



All of the above requisitions were based on an Army of 500,000 
men and provided for an initial supply of materials to be delivered 
in France before May 1, 1918, and an automatic monthly supply 
thereafter. An exception to this practice was made in requisition 
No. 12, from which the automatic supply was eliminated. Requisi- 
tions 10, 11, and 12 were also placed in the hands of the Engineer 
purchasing officer in England for purchase, coincident with their 
transmission to the United States and he was able to procure a large 
part of the initial supplies called for on requisition No. 10, and had 
made some progress on requisition No. 11. The wisdom of this step 
was fully justified by the fact that the inflow of supplies from Eng- 
land was soon established, and their early receipt made it possible 
to meet the demands for Engineer supplies, which were assuming 
large proportions before the systematic arrival of supplies from the 
United States. There was also a considerable saving in trans- Atlan- 
tic tonnage involved, since a number of items of supply were obtained 
entirely from England. 

Table 1 shows the total tonnage of Engineer supplies floated to 
December 15, 1918. 

Table j. — Statement of total United States tonnage floated to Dec. 15, 1918. 



General machinery 

Iron and steel products 

Hardware and hand tools 

Railway rolling stork 

Railway motive power 

I umber 

Track materials and fisteninTs 

Automotive transportation, etc.: 

Horse-drawn transportation 

Building materials and supplies 

Liquids 

Explosives and accessories 

Una accountability 

Engineer supplies 

Miscellaneous office supplies 

Floating equipment and accessories 

Materials and tools for loeomotn e and car repair and erection shops 

Total 



Weight 

tons. 



45 

212! 
2li, 

343; 

144, 

39, 

483, 

22, 

7, 

9S, 

7, 



1,541,929 



Ship tons. 



81,525 

145,100 

44,850 

521,575 

284,450 

55,400 

488, 800 

37, 650 

20,850 

116,400 

5,425 

975 

25 

103,325 

3,9?5 

11.625 

12,8V 5 



1,934,775 



The remainder of the American Expeditionary Forces' Engineer 
supplies were secured by purchase in France, England, Switzerland, 
and Spain. 

EUROPEAN PURCHASES. 

Supplies and materials bought in Europe were handled by the En- 
gineer purchasing officer at Paris, under approval, after August 20, 
1917, of a general purchasing board. 

The purchase of large quantities of Engineer supplies in Europe 
was made necessary primarily by the lack of ocean tonnage to trans- 
port them from America. The priority amount of ocean tonnage 
for Engineer supplies was determined for each month by the general 



ENGINEER SUPPLY AND CONSTRUCTION. 



253 



staff. The items to be shipped from the United States each month 
under this tonnage allowance were determined by the Engineer sup- 
ply section. They were based on estimates of material needed as 
furnished by the Service of Supply and the field armies, the latter 
being given preference. It was an established principle that every- 
thing possible should be bought in Europe, for the monthly overseas 
tonnage was always insufficient to bring to France requirements that 
could not be obtained in the European markets. 

The officers in charge of the Engineer purchasing office, which 
throughout the war was located at Paris, were : 

Col. T. H. Jackson, August 4, 1917, to December 26, 1917. 

Col. J. A. Woodruff, December 26, 1917, to February 5. 1918. 

Col. C. McD. Townsend, February 6, 1918,- to October 21. 1918. 

Col. F. C. Boggs. October 21, 1918, to January 7, 1919. 

Col. T. H. Jackson, January 7, 1919 to . 

On August 20, 1917, a general purchasing board avus formed, in 
accordance with General Orders, No. 23, General Headquarters, Au- 
gust 20, 1917. The Engineer purchasing officer and the purchasing 
officers of other branches of the service formed this board. From 
that date all purchases in Europe required the approval of the gen- 
eral purchasing board before being consummated. 

About August 1, 1918, the purchasing offices in England, Switzer- 
land, and Spain, which had up to that time been handled directly 
by the Engineer purchasing officer at Paris under assistants in the 
three countries, were taken over by the general purchasing agent. 

Material procured in Europe. — The amount of material procured 
in Europe is estimated at 1,729,172 tons, valued at 1,185,275,913 
francs. These amounts may be divided as follows : 

Table 2. — Summary of European purchase*. 



Material. 



Procured in France from commercial sources 

Procured in France from French Government 

Procured in England from commercial sources.. . 
Procured in England from Rritish Government. . 

Procured in Sp lin from commercial sources 

Procured in Switzerland from commercial sources 

Total 



Tons. 



903,990 
241,124 

66,000 

333,000 

1,191 

96,867 



1,729,172 



Francs. 



621,6fi2 I .n66 

149,910,097 
5.i,3'.4,000 

269,04S,OO0 
4,6a - ., 000 
84,696,250 



1,185,275,913 



The method of handling purchases in France became the subject 
of discussion very soon after the establishment of the office. It was 
claimed by the French authorities that if the Americans were per- 
mitted to go into the market and make purchases at their own price 
it would not only upset the market for the American Army but also 
seriously interfere with the purchases for the French Army. 

Under these circumstances the method was adopted about October 
15, 1917, by the American authorities and approved by the French 



254 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

authorities that all purchases over a certain amount would have to 
be referred to the French mission, and by that mission to the various 
branches of the French Army service for approval as to price and as 
to the furnishing of the material. 

In many instances the French Government would return these 
orders with the statement that the material would be furnished by 
the French Army, rather than by the contractor with whom the 
material had been originally located. While it is doubtless that this 
method saved a considerable amount of money to the American Gov- 
ernment, yet it is equally doubtless that the delay in handling the 
orders through the French mission and from there through various 
French services has in many instances given rise to considerable dis- 
satisfaction, if not actual interference, with important work. 

Every effort was made in the purchasing office to expedite these 
requests, but after they were once in the hands of the French mission 
there seemed to be absolutely no way in which they could be hurried, 
and it was merely a matter of waiting until the French service 
reported. It is noted that in many instances the material which was 
purchased in this way could have been obtained from the United 
States in less time. 

Purchases were also rather involved and delayed, due to the estab- 
lishment of the control board in the office of the general purchasing 
agent. It was the duty of this board to scrutinize the orders, follow- 
ing the requirements of General Orders, No. 41, Service of Supply, 
1918, to see that the material called for was in the particular cate- 
gory of the service placing the order. It is thought that the control 
board handled the orders as promptly as could be done under the 
circumstances, but even with this there were frequent delays of sev- 
eral days before these orders were passed on by the board. 

While there may have been variations in the methods adopted in 
the early days, the final method of handling purchases can be stated 
as follows: All orders which were not definitely stated to be emer- 
gency orders were required to be referred to the control board or the 
general purchasing agent before being sent to the dealer. If the 
amount of the order was in excess of 5,000 francs, the control board 
forwarded the order to the Inspection des Forges of the French 
service, where it was examined in connection with the subject of 
replacement of raw material. If this service returned the orders 
with a certain particular wording, they were referred back to this 
office by the control board with authority to purchase. If the word- 
ing in the reply from the Inspection des Forges was of another char- 
acter, it then became necessary for the control board to send the 
order to the French service for further approval. For emergency 
purchases under 5,000 francs orders could be placed directly either 
by the purchasing office in Paris or by the field purchasing agents. 






ENGINEER SUPPLY AND CONSTRUCTION. 
STORAGE SPACE OCCUPIED. 



255 



The Engineer open and covered storage actually occupied at the 
various depots in France on November 11, 1918, amounted to more 
than 15,000,000 square feet, divided among the depots as shown in 
Table 3: 

Table 3. — Engineer storage space occupied November 11, WIS. 



Depot. 


Covered 

storage 

(square 

feet). 


Open 
storage 
(square 

(eet). 




350,'375 
169,000 
15, 000 
96,970 
86,800 
40,000 
6,000 


6,000,000 


Is-sur-Tille 


2,600,000 




1,500,000 




1,274,560 


Montoir .' 


2,215,000 
270,000 




Marseille . 


492,500 








Total 


764,145 


14,352,060 





An item of technical interest can be deduced from the figures given, 
taken in relation to the tonnage actually stored at each depot. The 
data and the results are given in Table 4 : 

Table 4. — Square feet of storage per ton. 



Depot. 



Storage 

occupied 

(square 

feet). 



Amount 
stored 

(tons). 



Area 

divided by 

tonnage 

(square 

feet per 

ton). 



Gievres 

Is-sur-Tille 

Montierchaume 

St. Supice 

Montoir 

La Pallice 

Marseille 

Total and average 



6,350,375 
2,769,000 
1,515,000 
1,371,530 
2,301,800 
310,000 
49S,500 



123,200 
58,990 
42,911 
65,560 

119,300 
20,000 
16,750 



15,116,205 446,711 



34 



MEN EMPLOYED ON DEPOT WORK. 



The force engaged at the headquarters of the Engineer supply 
section grew as follows: 



Date. 



Apr. 1, 1918. 
June 1,1918. 
Aug. 1,1918. 
Sept. 1, 1918. 
Oct. 1,1918.. 
Nov. 1,1918. 
Nov. 11, 1918 
Jan. 1,1919.. 



Officers. 


Enlisted 
men. 


14 


15 


20 


31 


13 


44 


12 


56 


24 


62 


35 


79 


40 


88 


26 


61 



Civilians. 



Total. 



39 
64 
68 
80 
99 
136 
150 
103 



256 



HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 



During the same period the forces engaged at the various Engineer 
depots increased as indicated below : 



Forces at depots. 


Officers. 


Men. 

3,073 
5,012 


Total. 


Sept. 1 1918 


74 
116 


3 147 


Nov. 11. 1918 


5 128 







The relative importance of the different depots is to some extent 
indicated by the forces employed, and therefore the following state- 
ment as of November 11, 1918, is of interest here: 



Depot. 


Officers. 


Men. 


Total. 




42 
25 
13 
13 
4 
6 
4 
5 
4 


1,871 
997 
735 
648 
324 
180 
150 
80 
27 


1,913 
1,022 






748 




661 




328 




186 


Brest 


154 




85 




31 






Total 


116 


5,012 


5,128 




1 



METHODS OF DISTRIBUTION. 

In the preceding pages quantitative features have been emphasized, 
and data have been given in tonnage, costs, storage space, etc. There 
remain to be considered certain points which, though not so striking, 
are of more direct utility to the Engineer in some future emergency. 
The points now to be discussed relate to the methods by which the 
vast tonnages of supplies acquired were distributed to the troops who 
needed and utilized them. 

RECEPTION AT BASE PORTS. 

Soon after January 1, 1918, ships carrying Engineer supplies began 
to arrive in numbers from the United States and from England. 
During the fall of 1917 great difficulty had been experienced at 
Gievres and other depots because of the piling up of material re- 
ceived in too great quantity to be satisfactorily handled. It was 
realized that with the far heavier shipments now in prospect such 
overloading of the interior depots would have to be prevented and 
that, therefore, some satisfactory system for the reception of supplies 
at base ports and for their forwarding to secondary points would 
have to be worked out. This was accordingly done in the following 
manner : 

On the arrival of ships carrying Engineer supplies the depot En- 
gineer officer at the ports secured copies of the manifest and imme- 
diately extracted items of Engineer material. A telegram was then 



ENGINEER SUPPLY AND CONSTRUCTION. 257 

sent to headquarters (Tours) stating the Engineer material listed 
and the order number. This telegram reached the officer who was 
in charge of this branch of the work in the Engineer depot office at 
headquarters. His duty then was to look up the orders, identify 
the material, and secure disposition on it from the various sections 
of the depot Engineer office at headquarters, noting the points to 
which material should be shipped in order to relieve the existing 
shortage or to take care of expected demands. During the same day 
this information was wired back to the depot Engineer officer at the 
port, who made shipments of the material as unloaded. 

In carrying out these operations every effort was made to prevent 
unnecessary shipments to the inland depots. For the ports of St. 
Nazaire, Bordeaux, La Pallice, and Marseille ample storage was 
available at the near-by depots of Montoir, St. Sulpice, La Pallice, 
and Miramas, and as much as possible of the arriving shipments 
was sent to these primary storage reservoirs for classification. When- 
ever possible, direct shipment was effected from these primary depots 
to the point of utilization. The careful following out of this plan 
prevented such rehandling of supplies, saved thousands of ton-miles 
of transportation, and secured to a large extent promptness and direct- 
ness of distribution. 

REQUISITIONS. 

General Orders, No. 44, effective March, 1918, defining proper 
channels for requisitions to Service of Supply also caused the stand- 
ardization of routine work in the office of the Engineer depot officer 
at headquarters and at the various depots, and the system then in- 
augurated obtains at the present time. 

Two distinct methods of requisitioning supplies were followed: 
First, the credit system, as authorized in General Orders, No. 44; 
and, second, the requisitioning of material by officers in charge of 
projects through their chief of department. In order to make this 
clear the procedure is explained in detail. 

Credit requisitions. — Credit requisitions were used both by the 
combat units of the Army and by the Service of Supply. At first 
various divisions acting independently made their requisitions 
through organization supply officers direct to the Engineer depots as 
class 3 supplies, General Orders, No. 44. This early developed the 
fact that supplies which were limited in quantity, due to shortage of 
available tonnage would soon be exhausted, and that divisions with 
the more active and aggressive supply officers and divisions in the 
rest areas would obtain the total of supplies available at the expense 
of those engaged in actual combat. To meet this condition a bulletin 
was prepared, approved by G-^£, general headquarters, placing all 
Engineer supplies in class 4, General Orders, No. 44, American Expe- 
127071—19 17 



258 HISTORICAL REPORT CHIEF ENGINEEB A. E. F. 



ditionary Forces, 1918. In order to make it unnecessary for G-4, 
general headquarters, to pass on many individual requisitions, and 
in order that Engineer officers in the field should have complete 
information as to the Engineer supplies available for their use, these 
class 4 supplies were placed on Army credits. Many difficulties de- 
veloped when the credit system was inaugurated, due to lack of 
experience and misunderstandings as to the object to be obtained. 
Familiarity with the system soon overcame these difficulties, and at 
the time of the signing of the armistice it was working well. The 
system consisted in submitting requisitions through proper military 
channels to G-4, general headquarters, and after approval by him, in 
holding at the depots such quantities of material as were estimated 
to be required by the armies during the following month, subject to 
direct call bj^ their supply officers. This reserve material was not 
available for any other purpose, and had to be held until the expira- 
tion of the credit at the end of the month. When material called 
for by the armies to be held on credits was not in stock at the desig- 
nated advance depot, it was procured at once from the base depot or 
purchased. The details of the preparation of the Army credits were 
handled by the deputy Engineer supply officer stationed at general 
headquarters. Credit requisitions were sent to the depots concerned 
and shipments were made on call. Shortages were cared for by the 
Engineer depot officer at headquarters, Service of Supply. 

For the month of August the credit allotted the combatant armies 
amounted to 40,000 tons, of which 24,000 tons were delivered; dur- 
ing September 42.000 tons were alloted to the armies; during Octo- 
ber 40,000, and during November 46,000 tons. With rare excep- 
tions all demands of the armies were met by shipments from the 
advance depots. The above credit tonnages represented all Engi- 
neer supplies, including standard railway material and lumber, with 
the exception of crushed stone. Practically the same method of 
obtaining material was followed by the section Engineers of the 
Service of Supply excepting that their requisitions were approved 
by their chief of service, instead of by G-4, and that the material 
instead of being actually reserved was placed at a credit to be 
drawn on without further reference to the chief of department. 
If, however, an ordinary requisition was placed for the same mate- 
rial as included on a credit requisition from a section Engineer, it 
would be shipped from that available in stock, after the material 
required by the armies had been reserved. 

Credit requisitions allotted to the section Engineers made pos- 
sible the supply of emergency and unforeseen demands on short 
notice. It often happened that the regular routine requisition was 
not sufficient to complete the project outlined. With the credit at 






ENGINEER SUPPLY AND CONSTRUCTION. 259 

the depot the Engineer officer could wire for immediate shipment 
or drive in to the depot with a truck and take away just the material 
necessary, thus preventing the delay which would otherwise result. 
To further expedite matters, depots were instructed, by memoran- 
dum, that the Engineer supply service existed primarily to permit 
all services to function properly and directed to honor emergency 
requisitions even though the material had not been previously placed 
on a credit requisition. Certain material, however, was not issued, 
except on authority from the office of the division of military engi- 
neering and engineer supplies at headquarters, Service of Supply. 

Routine requisitions. — The second method of requisitioning En- 
gineer supplies, i. e., by ordering direct, after approval by the chief 
of service under whom the requisitioner was serving, is as follows : 

Requisitions were forwarded from the job through the chief of 
service, who, on approval, submitted requisition in duplicate to the 
Engineer depot officer at headquarters, Service of Supply. On re- 
ceipt by the Engineer depot office, disposition was made of the vari- 
ous items to the nearest depot, those items not in stock or on order 
being placed on the Engineer purchasing officer for purchase. In 
writing up in the Engineer depot office, all items placed on the depots 
were covered by one requisition showing from which depot the mate- 
rial was to be supplied; the items placed on Paris for purchase were 
carried on another requisition. The depot requisitions were carried 
under an "A" series and showed the name of the service submitting 
the requisition and their number, the field number, the project and 
the class of material. The items were numbered on the requisitions 
as written up in this office. Two copies were made for each depot 
from which the material was to be shipped, one copy for the office 
of the requisitioning service at these headquarters, one copy for the 
consignee in the field, one copy for the section Engineer, and two 
copies for the files of the Engineer depot officer. Any items that 
could not be filled were indicated on the consignee's copy as not being 
in stock or available. 

On receipt of requisitions at the depot they were divided by the 
office force among its various departments to collect material, pack- 
ing slips were made out, the various items made ready for shipment, 
and sent forward at the earliest possible moment. At the time of 
shipment, if a carload lot, a complete packing list of the material was 
tacked on the inside of the car in a conspicuous place. If less than 
a carload shipment, a packing list was placed inside of the package 
containing the material. The packing list indicated what material 
had be°n supplied and whether the requisition had been completely 
shipped from the depot. On receipt of this, the consignee, by using 
his copy of the requisition as sent from the Engineer depot office 






260 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

at headquarters, was able to check up the missing items. In making 
shipments the Ordre de Transport (corresponding to a shipping in- 
voice) was forwarded along with the notification of shipment and an 
extra packing list, and acknowledgment was requested by indorse- 
ment thereon, of receipt by the consignee. During the latter part 
of October, it was found necessary, in addition to mailing the notifi- 
cation as indicated above to the consignee, also to send telegraphic 
notification in order that the consignee might know in advance when 
to expect the material. 

If the material was completely shipped from the depot from 
which ordered one copy of the requisition as sent the depot was 
returned by indorsement to the Engineer depot officer at headquar- 
ters, Service of Supply, showing action taken. As soon as received 
the Engineer depot officer sent notification to the chief of service 
from whom the requisition came advising of action taken and the 
file was closed. If the material was not completely shipped extracts 
by the depots at Is-sur-Tille and Gievres were made of the unfilled 
items, copies being sent by each to the other for possible completion 
and to the office at headquarters to serve as information of the action 
taken. 

TRA N SPORT ATIO N . 

Throughout the operation of the Engineer depots in France the 
lack of sufficient rail transportation prevented the rapid shipment 
of Engineer supplies. Cars were always short and hard to get, and 
with the many restrictions imposed on Engineer supplies, which 
ordinarily came fourth in priority, many difficulties had to be 
overcome. 

In forwarding supplies from the depots three classes of shipments 
had to be provided for: First, those small shipments for the points 
in the immediate localities of the depots which could be delivered 
by trucks; second, less-than-carload shipments; and, third, carload 
shipments. For those points in the immediate vicinity of the depots 
trucks were used when they were available. The material was col- 
lected on shipping platforms at the depots and notification sent to 
the consignee by telephone or telegraph, and when trucks arrived 
they were at once loaded and dispatched, thereby preventing the 
delay arising when trucks came for the material before it had been 
assembled. Shipments of less-than-carload lots of material were at 
first taken care of by making the shipment by rail by what the 
French call " Petit Colis " or " Grande Vitesse." The transportation 
authorities soon discovered that facilities were not available to handle 
the vast number of these shipments and placed an embargo on them. 
Instructions were then issued by the transportation service that carr 



ENGINEER SUPPLY AND CONSTRUCTION. 263 

must be fully loaded for one destination. This delayed less-than- 
carload shipments until such a time as enough material could be col- 
lected from the various services operating at the general depots to 
make a carload shipment. Very frequently these delays extended 
from two weeks to a month and necessarily many construction jobs 
that needed a few essential items for completion were held up. 
Steps had to be taken to alleviate this condition and in September, 
1918, an arrangement was made with the division of construction 
and forestry, the largest user of Engineer supplies, for the designa- 
tion in each base section of one or more distributing centers to which 
material destined for towns in the neighborhood could be shipped 
in carload lots and thence delivered by motor trucks. Accordingly 
the following centers were named : 

Advance section. — Langres, Neufchateau, Liffol-le-Grand, Pacy- 
sur-Armencon, Chatillon-sur-Seine, Demange-aux-Eaux, Barizey-le- 
Cote. 

Intermediate section, east. — Nevers, Etais, Clermont-Ferrand, La 
Guerche-St. Amend. 

Intermediate section, west. — Le Mans, Orly, Gievres. 

Base section No. 1. — Saumur, Nantes, St. Nazaire. 

Base section No. %. — Bordeaux. 

Base section No. 4- — Le Havre, Rouen. 

Base section No. 5. — Brest, Landerneau. 

Base section No. 6. — Marseille. 

Base section No. 7. — Aigrifeuille. 

The use of these distributing centers made possible the clearing of 
the Engineer depots of a very large number of requisitions awaiting 
shipment because the material was in less-than-carload lots. The 
value of the system was readily shown, the limiting condition being 
the number of trucks available for the use of the section engineer 
for distribution of material from the centers. 

Shipments of the carload lots of material were limited by the 
number of cars available. Very frequently the Engineer depots were 
not permitted to use American box cars, high-side gondolas, and 
various classes of French cars. When sufficient cars were available 
shipments depended altogether, of course, on the rapidity of loading 
at depots. 

INVENTORY AND SETTLEMENTS FOLLOWING ARMISTICE. 

An inventory of Engineer depots as of the date February 1, 1919, 
showing the materials on hand valued at $96,535,058. A similar 
inventory of the central shops of the division of light railways and 
roads at Abainville as of April 11, 1919, showed materials on hand 
valued at $10,405,862. The grand total of material in the Engineer 



262 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

depots at Abainville, therefore, was $106,940,920. Negotiations for 
transferring all of this property to the French were in progress at 
the time this report was submitted. 

Following the armistice, instructions were received to cancel cer- 
tain contracts and orders unfilled at that date. Such cancellations 
were made immediately, and following thereafter large numbers of 
claims for indemnity on account of such cancellations were received. 

Settlement for the cancellations is still in progress, but it is evi- 
dent that settlements satisfactory to the United States will be 
reached in almost all cases. The work of settlement has been aided 
in a large measure by the arrival in France of the United States 
Liquidation Commission, War Department. Through the coordina- 
tion of work with the commission, the interests of the United States 
are in every way safeguarded and justice is given the contractor or 
dealer in each case of a canceled contract or order. 

Purchase orders amounting to 33,795,478.73 francs have all been 
settled with the exception of one, amounting to 12,138.40 francs. 

Seventy-one contracts, involving 72,442,834.50 francs, were can- 
celed, and to May 10, 1919, 32 were settled by supplemental agree- 
ment with an expenditure of 2,885,104.40 francs. 

REFERENCE DATA, SUPPLY. 

Appendix number 
or file reference. 
Report, chief supply section, division of military en- 
gineering and engineer supplies Appendix No. 34 

Reports, Engineer purchasing officer Appendix No. 36 and 37 

Operations, shop section, division of military engineer- 
ing and engineer supplies Appendix No. 35 



Cement Supply. 



A cement section was created in the office of the Engineer purchas 
ing officer February, 1918. Seven French cement mills were operated 
either partly or entirely by Engineer troops at Mortagne-sur- 
Gironde (Charente-Inferieure), Le Teil (Ardeche), Cruas (Ar- 
deche), Couvrot (Marne), Beaumont (Seine-et-Oise), Guerville, near 
Mantes (Seine-et-Oise), and La Souys, near Bordeaux (Gironde). 
The mills at Couvrot, Beaumont, Guerville, and La Souys were 
operated by their owners, a portion of the production each month 
being assigned to the American Expeditionary Forces, the American 
Expeditionary Forces furnishing coal, technical service, and skilled 
and common labor. The other three mills were operated entirely by 
the American Expeditionary Forces, but of these three, two produced 
hydraulic lime. About 1,000 men were finally engaged in cement 
production, which produced a total of 48,000 tons prior to Novem- 
ber 11, 1918, while 122,000 tons were bought prior to that date. 



: 



ENGINEER SUPPLY AND CONSTRUCTION. 263 

REFERENCE DATA, CEMENT SUPPLY. 

Appendix number 
or file reference. 

Report, January 29, 1919, Engineer purchasing officer to chief 

engineer, American Expeditionary Forces Appendix No. 36 

Report, May 27, 1919, Engineer purchasing officer to chief 
engineer, American Expeditionary Forces Appendix No. 37 

Report, cement supply for American Expeditionary Forces, 
by Capt. E. C. Eckel Appendix No. 38 

CONSTRUCTION. 

Ports and Docks. 

To provide adequate debarkation facilities for the American Ex- 
peditionary Forces, first estimated at 500,000 men, later at 2,000,000 
men and finally announced as 4,000,000 men, the Engineer Depart- 
ment had recourse to two lines of action : The acquisition of existing 
French docks and the construction of new installations. Based on 
a per capita consumption by the American Expeditionary Forces 
of 50 pounds per day, it was necessary to make provision for the dis- 
charge first of 12,500 tons, then of 50,000 tons, and finally of 100,000 
tons. 

The crowding of the channel ports by British war shipping at first 
restricted the American Army to the ports south of Brest. Our im- 
mediate necessities demanded the acquisition of wharfage from the 
French. Following certain recommendations made in an appendix 
to the report submitted by the " Railway Commission to France and 
England," in addition, new construction was decided upon at the 
western terminals of the main lines of communication that stretched 
across France to the front. 

The first of these installations at which actual construction was 
undertaken was a 10-berth pile dock at Bassens, on the Garonne 
River, 5 kilometers below Bordeaux; the second was a 2-berth pile 
dock in the Port du Commerce at Brest; and the third was an 8- 
berth pier in the Loire River at Montoir, near St. Nazairc. All 
three of these had been studied before the first Engineer regiments 
arrived in France. 

BASSEXS. 

Proximity to an existing French dock, allowing the landing of 
material and equipment near the site of the proposed dock, acces- 
sibility to the main line of the Paris-Orleans Railway, from Bordeaux 
to Paris, and the possibility of installing storage facilities near-by, 
were controlling factors in the selection of Bassens as the site for 
the first and largest of the American dock installations. 

The first troops to start work on the Bassens project, which, in its 
ultimate development included not only a 4,100- foot dock for medium 



264 



HISTORICAL. REPORT CHIEF ENGINEEB A. E. F. 



draft vessels, but a powder dock for the use of the French, other 
smaller docks, receiving yards, departure yards, two river yards, two 
French powder yards, warehouses, water supply, sewerage and all 
incidental small construction, was a detachment of 200 men from 
the 15th Engineers, the regiment commanded by Col. Edgar Jadwin, 




later brigadier general and director of construction and forestry. 
Early in August this detachment, commanded by Maj. Elbert A. 
Gibbs, arrived at Bassens and began on the preliminary survey of 
the site. Before the detachment was relieved by the 18th Engineers, 
on September 1, 1917, the first bridge and the first railroad cross- 
over built by American Engineers in France had been completed. 



ENGINEER SUPPLY AND CONSTRUCTION. 265 

When the 18th Engineers, under the command of Col. J. B. Cava- 
naugh, took over the work at Bassens, the dock site was occupied by 
concrete and tile barracks, erected for the use of the Indo-Chinese 
employed b}^ the French in a powder factory near-by. The first six 
weeks were devoted to demolition of these barracks, erection of dikes 
for hydraulic fill, the construction of pile drivers and barges, the 
requisition of material and the receipt of equipment, much of which 
was bought in France. 

During November active construction began, and by the end of 
the month four land drivers and two floating drivers were working. 
Capping and decking did not start until sometime after, but as soon 
as heavy timbers began to arrive in appreciable quantities work 
progressed rapidly. 

The original design of the Bassens dock called for a structure that 
would sustain the load imposed by 5-ton and 10-ton gantry cranes, 
the heavier imposing a wheel load of 86,000 pounds; piling and 
heavy timbers had to be brought from the United States, at least 
until forestry troops, arriving late in September, were able to produce 
them in France. Long piling was needed and was obtained witli 
difficulty and was slow in arriving from the United States. Also 
steel I beams, to be used under crane rails, though ordered in July, 
were undelivered when needed because of the lack of sufficient ocean 
tonnage. 

These two handicaps led to the appointment of what was known 
as the " Bassens board " by the director general of transportation, 
under whom the dock was started and under whom construction of 
railroads and docks was carried on until the formation of the Serv- 
ice of Supply, March 12, 1918. 

A board, composed of Cols. Edgar Jadwin, J. B. Cavanaugh, J. A. 
Sewell, and H. C. Booz, Lieut. Col. H. W. Hoclge, and Capt. J. H. 
Graham, met in Bordeaux December 28, 1917. Three questions were 
placed before the board: 

(a) Is the dock as now being constructed, considering the known 
conditions, the character of the materials available and the proposed 
loads, safe? 

(b) If the present plans will not provide a safe structure, what 
can be done to make it safe for the proposed loads ? 

(c) If the dock can not be made to sustain the proposed loads 
safely, what alternative plan is suggested? 

To the first of these questions the board answered that the quality 
of the materials used in construction made the dock unsafe to sup- 
port the loads for which it was designed. They found that the piles 
were sometimes " small, some worm-eaten " and others " had broken 
in handling." The design the board declared to be safe. 



266 



HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 



To the second question the board answered that, although the 
strengthening of the dock was physically possible, the operation was 
considered impracticable because the time required in which to secure 
the proper length and grade of piles, and size of timbers, as well as 
the steel I beams, was too great. For that reason the board recom- 




mended that the use of gantries be abandoned for eight berths and 
that these eight berths be redesigned to carry locomotive cranes or 
other types of unloading equipment which would not impose a 
greater wheel load than that of the locomotives; 20,000 pounds per 
wheel not less than 5 feet center to center. The other two berths 
the board recommended to be constructed to carry the gantry cranes. 



ENGINEER SUPPLY AND CONSTRUCTION. 267 

Proceeding in accordance with this revision, work on the Bassens 
dock progressed rapidly, for construction could be carried forward 
with available materials, and when steel I beams did arrive, 2 of the 
10 berths were constructed, as originally intended, to carry the gan- 
try cranes imposing a wheel load of 86,000 pounds. 

One of the main difficulties met by Col. Cavanaugh, who had be- 
come the first section engineer of base section No. 2, was the shortage 
of labor. Two companies of his regiment, the 18th Engineers, were 
diverted to other work in the base section, and the remaining four 
formed details of every description. Troops from almost every arm 
of the service were used as laborers. Thus during the month of 
January, 1918, there were employed at Bassens, besides those from 
the 18th Engineers, men from the following organizations: 25th En- 
gineers, four companies of the 6th Marines, three troops of the Third 
Cavalry, the 301st and 302d Stevedores, the 309th, 310th, 311th, 312th, 
313th, and 314th Labor Companies, the 505th and 506th Engineer 
Service Battalions, German and Austrian prisoners of war, Span- 
iards, Chinese, and Indo-Chinese. The above troops for the most 
part were transient, being employed at Bassens while awaiting defi- 
nite assignment, and naturally lacked the interest necessary for the 
best results. Besides these there were skilled pile driving and cap- 
ping crews from the Phoenix Construction Co. to whom a contract 
for dock construction in France had been let in July, 1917. 

All during the winter of 1917-18 work on the Bassens project was 
prosecuted with vigor. As a result of this continuous labor of all 
organizations involved in its construction the Bessens docks were 
ready in April to receive the first vessel. 

The dock consists of 10 berths, each 410 feet long, with a four- 
track trestle approach at each end. These four tracks are connected 
with the depressed unloading tracks in the rear of the dock, which 
tracks connect at the south end with the receiving yard, and at the 
north end with the departure yard, both yards being about half a 
mile from the dock itself. 

The dock proper is 86 feet wide and consists of pile bents 10 feet 
center to center, typical sections containing 17 bearing piles and 1 
fender pile per bent. Caps and subcaps are 12 by 12 inches, and 
; double stringers 12 by 12 inches by 20 feet are laid under all tracks. 
Gantry crane rails, 44 feet center to center, were laid throughout the 
entire length of the dock, but only berths No. 9 and No. 10 were at 
first built to accommodate the gantries. Batter piles were driven in 
pairs at alternate bents and subcapped. Eleven thousand and fifty 
piles, ranging in length from 50 to 100 feet, were used in the original 
construction and 4,500,000 feet board measure of lumber. The dock 
contains 3.53 miles of trackage, 12 split switches, and 9 double slip 
switches. On the dock are classification sheds 66 feet wide, 6 of 



268 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

the 8 sheds being 312 feet in length and the others 204 feet. This 
open and covered storage area, 4,100 by 66 feet, has 4,250 cubic yards 
of concrete floor, supported by a dredged fill of 46,000 cubic yards, 
retained by a wall containing 3,267 cubic yards of concrete, involving 
8,000 cubic yards of excavation, and a dike containing 9,000 cubic 
yards of embankment and 725 cubic yards of concrete apron. In the 
approaches, in the depressed tracks immediately behind the classi- 
fication sheds, and in the river yards, 8 diked basins were provided 
for the retention of 177,000 cubic yards of hydraulic fill and ballast. 
In the river yards are 5 miles of tracks, 21 switches, and 4 double- 
slip switches. 

The construction of the departure yard, one-half mile northeast of 
the docks, required a fill of 271,593 cubic yards, the laying of 20 miles 
of track, and the placing of 104 switches and 4 double slips. One 
hundred and twenty-thousand cubic yards of the fill were furnished 
by steam shovel working in a pit at an average haul of 3,000 feet 
from the fill. The receiving yard, a quarter of a mile southeast of 
the docks, necessitated approximately 19,000 cubic yards of fill, 65 
per cent of which was from the same pit, the remainder being hy- 
draulic fill. There were laid 6.5 miles of trackage in this yard, as 
well as temporary engine facilities, 32 switches, and 2 double slips. 

GENERAL PORT POLICY. 

Other new installations were made after careful study by section 
Engineers of possibilities for local port development. Some new in- 
stallations were approved upon the reports of individual section 
Engineers, though, in the case of the largest projects, boards of En- 
gineers usually went over the ground, making thorough investiga- 
tions and submitting their reports upon which future action was 
based. 

Thus it was that the Montoir Board, composed of Col. Edgar 
Jadwin (chairman), Col. J. S. Sewell, Col. E. E. Wood, Col. H. C. 
Booz, Lieut. Col. H. W. Hodge, and Capt. J. H. Graham, was ap- 
pointed to report upon the feasibility of building a pier or piers at 
Montoir, near St. Nazaire. Montoir had been recommended by the 
French in 1917 as a possible site for a pier, and they were invited to 
have representatives at a meeting of the Montoir Board in St. 
Nazaire, in February, 1918. The Montoir Board was unanimous in 
its opinion that a pier be constructed at Montoir. 

In its report, dated March 2, 1918, the Montoir Board recom- 
mended that the new construction at Montoir take the form of piers 
set across the channel of the Loire River, affording from 10 to 16 
berths. The actual number of berths to be built would necessarily 
depend upon more extended hydrographic surve3 T s, as the pier or 
piers were to rest upon a reef on the shore side of the channel. 



ENGINEER SUPPLY AND CONSTRUCTION. 269 

Xo definite action was, however, taken in the case of Montoir until 
after the report of the Townsend Board. This board was convened 
by paragraph 54, Special Orders, No. 20, Headquarters, Service of 
Supply, dated April 2, 1918. It was charged with formulating a 
definite program of port development, and it was furnished by the 
general staff with a definite statement of the amount of tonnage that 
would have to be handled. The Townsend Board was composed of 
Col. C. McD. Townsend (chairman), Col. W. J. Wilgns, Col. H. C. 
Booz, Lieut. Col. J. R. Holman, and Capt. J. H. Graham. Cols. 
Wilgus. and Booz represented the transportation department, charged 
with design, and the other two members represented the division of 
construction and forestry, in which division lay the construction. 
The first meeting of the board was held in the office of the chief of 
utilities April 7, 1918. It made an exhaustive study of the entire port 
situation, visiting French ports from Brest to Bayonne, and its find- 
ings constituted the eventual foundation for our whole program of 
development. While various other reports were later made, the 
Townsend Board formulated the working basis of port development 
in France. 

Instructions from the general staff were to the effect that a daily 
tonnage of 22,000 tons should be reached by September 1, 1918 ; 40,000 
tons by April 1, 1919 ; and 50,000 tons by July 1, 1919. The board 
was also instructed to report upon the advisability of reinforcing 
the Bassens dock to carry gantry cranes, and was informed that the 
use of Marseille as a port could not be counted upon. 

Although the board was in accord as to the general procedure for 
port development, some divergence of opinion caused the transporta- 
tion department members of the board to submit a minority report. 
However, the board recommended immediate and extensive construc- 
tion at Montoir, and upon that recommendation authorization was 
given to start work on the Montoir pier late in March, 1918. Tal- 
mont, at the mouth of the Gironde Eiver, considered as a possible 
site for a deep-water dock when the first surveys of port possibilities 
were submitted, proved to be a subject of disagreement among the 
members of the Townsend Board. Although the minority members 
signed the board report that recommended simultaneous construction 
at Talmont, their separate report did not support Talmont, except in 
the event that adequate facilities could not be provided elsewhere. 

The second serious difference in opinion between the majority and 
the minority members of the board was over the Bassens dock. The 
majority members recommended utilization of the dock as it existed 
by means of light cargo handling devices. It was their opinion that 
for miscellaneous cargoes, such as would normally arrive at the dock, 
, the light cargo handling devices could handle the freight as fast as it 
could be raised from the hold. The majority report indicated that 



270 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

the number of piles necessary to strengthen the clock Avould be suffi- 
cient to build four new berths at Talmont. 

The contention of the minority members that gantry cranes be in- 
stalled was based on the theory that, due to the 19-foot tide at Bas- 
sens, locomotive cranes or other like devices would be unable to 
handle cargo at all tides. This, coupled with their belief that the 
efficiency of the dock would be materially increased, led them to 
recommend in their report the installation of gantry cranes on all 
berths. 

On June IT. 1918. authorization was given for the construction of 
a 10-berth dock at Talmont. construction to begin for not to exceed 
a daily unloading capacity of 5,000 tons. Authorization as well was 
given for the installation of gantry cranes on all berths at Bassens, 
but not until an overseas force of 4,000,000 men was announced and 
the utilization of every available berth to its utmost capacity became 
necessary. 

MOXTOIR. 

Although construction at Montoir was authorized late in March, 
1918, no work on the pier itself was done until late in June. The 
exact location of the pier, which, after many revisions in design, was 
to be an 8-berth pier built approximately parallel to the channel of 
the Loire River, was not determined until Lieut. Col. Sturtevant, 
15th Engineers, had, in June, made an examination of the proposed 
site, including test piles, soundings, and borings, and based upon his 
recommendations, construction began. 

Montoir was unique in that it was to be built upon a rock reef and 
from material almost entirely obtained in France. Soundings and 
borings indicated that, except near the. lower end, mud covered the 
reef to an extent sufficient to give piles, driven to the rock, proper 
bearing power. But as it was necessary to dredge in front of the 
dock in order to give the required 28 feet at low tide, it was deemed 
essential to take off a portion of the mud covering so that when the 
dock was completed and the dredging commenced on the channel side 
of the dock there would be no sliding of material, endangering the 
structure itself. 

The dock as designed called for a structure 3,230 feet long and 119 
feet wide over all. There were to be three tracks on the channel side 
of the dock and two tracks on the short side separated by emergency 
warehouses. The channel side was to receive deep-draft vessels, and 
the shore side to be used for lighterage in emergencies. All tracks 
were to be connected with the Montoir yards by a double-track 
approach. 

In the scheme of construction, under the direction of Lieut. Col. 
W. G. Atwood, who relieved Col. Sewell as section engineer, and who 
in turn was succeeded December 16, 1918, by Maj. F. B. Maltby, two 



ENGINEER SUPPLY AND CONSTRUCTION. 



271 



floating pile drivers were started simultaneously, driving on the dock 
proper near its middle. One driver worked upstream, driving the 
four piles to support the tracks in the rear of the dock and two piles 
on the dock proper to give additional stiffness. The other driver 
worked downstream, driving piles for the full width of* the dock. A 




skid driver was at the same time working on the approach, and this 
was iater superseded by a third floating driver, which continued with 
the work on the main dock. The system of driving followed was 
designed to furnish docking space as soon as possible. 

Dredging the dock site and securing sufficient plant for this dredg- 
ing and that of the basin on the channel side of the dock proper 



2 72 



HISTOBICAL REPORT CHIEF ENGINEER A. E. F. 



were the chief difficulties met in the construction of the Montoir pier. 
In June. 1018. the use of a ladder dredge for one month, including 
the crews and two self-propelling dump scows, was secured from Col. 
Paul Tartrat, the French engineer of roads and bridges, at St. 
Nazaire. This dredge began a cut 100 feet wide and 25 feet deep at 





- lL 


„- y ~ 




... 








^H^^HH 


i 

i 



. 

1 Q 



Q- C5 



Ioav tide under and along the line of the channel face of the proposed 
pier. Approximately 50,000 cubic yards were thus removed. 

The ladder dredge had to be returned at the expiration of the 
month. Later a suction-hopper dredge was put to work dredging 
the sand from the south side of the basin and dropping it on line 
with the dock at the lower end, as the covering over the rock reef at 



ENGINEER SUPPLY AND CONSTRUCTION. 273 

that point was not sufficient to give the piling the proper bearing. 
This dredge had to be returned, and as a portion of the pier was 
nearing completion the ladder dredge was again borrowed to dredge 
the channel side of the completed pier. Dredging there continued 
through late winter and early spring, 1919. 

The cessation of hostilities temporarily stopped work on the pier 
at Montoir. At the time orders were given to discontinue work the 
outer end of the completed portion of the pier was about 2,000 feet 
from the approach and piling had been driven the full width of the 
dock for a distance of 650 feet. Most of the piling had been capped. 
The row of six piles along the back or shore side of the pier had been 
completed to the connection with the approach. However, the pier 
was in such condition that it was deemed advisable to complete part 
of it, so authorization was given after all work had been canceled 
there to complete three of the eight berths. 

In a memorandum from the assistant chief of staff, G-4, to the 
chief engineer, American Expeditionary Forces, dated December 5. 
1918, authorization was given not only to complete three berths, mak- 
ing them available as soon as possible, but also to complete the 
trestle carrying the tracks to the front of the pier. 

The three berths and construction incidental thereto were declared 
completed March 25, 1919, though the first vessel to dock at the pier 
was the Polar Sea on February IT. 

The double-track approach that connects the pier with the shore 
is 4,200 feet long, contains 288 bents and a total of 2,212 piles, and 
required 2,000,000 feet board measure of lumber. The pier proper, 
1,360 feet long, contains 3,405 bearing piles, 153 fender piles, 205 
batter piles, 20 mooring piles, and 97 piles in dolphins. A total of 
4,765,000 feet board measure of lumber was used in the construction 
of the pier and 10,870 linear feet of trackage were laid in the five- 
pier tracks. Barracks, 50 by 300 feet, were erected for the use of the 
stevedores working on the pier. 

Practically all of the piling and heavy timbers used in Montoir 
construction were produced by the forestry troops, though approxi- 
mately 1,000 long piles originally intended for Bassens were brought 
from the United States. The maximum length of piles used was 
100 feet. 

BREST. 

The third piece of new construction for clocking vessels of medium 

draft was undertaken in the Port clu Commerce in the Brest Harbor. 

Recommendations were made early that timber pile docks be built 

on both the east and the south dikes inclosing the Port du Com- 

127071—19 18 



274 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

merce; that the use of the west dike be secured; that by timber con- 
struction the opening between Piers 3 and 5 of the port be closed, 
and that Piers 1 and 2 be secured for lighterage purposes. It was 
also contemplated to build lighterage facilities in front of the 
Chateau of Brest. Seven berths would thus have been provided for 
vessels of a 35-foot draft, two berths for vessels of 19-foot draft, and 
2,400 feet of lighterage space. Only the pile dock on the east jetty, 
900 feet in length, was built. The French had put in concrete piles, 
but these were not to be depended upon. The American Engineers 
began work on the timber pile dock the latter part of July, 1918, 
and the work was completed without serious difficulty. Construc- 
tion work involved the building of the two-berth dock, the erection 
of warehouse, 102 by 800 feet ; dredging in front of the docks for the 
required depth of 27 feet at low tide; and fill behind the dock. The 
dredging done by the French, under contract, amounted to 25,000 
cubic yards. Fill on the east side of the dock was discontinued after 
a temporary trestle had been put in and 9,000 cubic meters of rock 
and 1,000 cubic meters of dirt had been placed. The completed fill 
would have accommodated 16 parallel tracks. 

Improvements in the Port du Commerce included a cover over 
the ramp at Pier No. 3, giving an additional 8,140 square feet of 
storage on the dock, and the installation on Pier No. 5 of six double- 
boom, stiff-log derricks with a capacity of 5 tons per boom. 

Material used included 1,660 pieces of piling, 1,132,000 feet, board 
measure, of lumber, 135,700 square feet of corrugated iron, 10,500 
bolts of an average length of 20 inches, 4,800 three-quarter inch rods, 
and 432 £ by 2 by 12 inch angle irons. 

LIGHTERAGE WHARVES. 

In all predictions as to possible tonnage capacities at available 
berths, no account was taken of possible delays at docks through 
accidents, so the construction of lighterage wharves was considered 
more or less as a safety factor. However, it was also considered best 
to handle ammunition by lighterage, and early in the fall of 1917 
St. Loubes was surveyed as a possible lighterage site for an am- 
munition wharf. 

St. Loubes lay on the Dordogne River, not far from its confluence 
with the Garonne. Its proximity to the American-built third track 
from the Bassens Dock to the great storage at St. Sulpice on the main 
line of the Paris-Orleans Railroad, as well as the facility of reaching 
it by lighter from the confluence of the two rivers, made it the choice 
for the first lighterage wharf. 

The dock is 750 feet in length, 33 feet wide, and required approx- 
imately 1,900 piles and 500,000 feet, board measure, of lumber. The 



ENGINEER SUPPLY AND CONSTRUCTION. 



275 



dock is unusual in design, being of a " finger " type, that is, with 
roadways, or " fingers " running 100 feet apart at right angles to the 
dock. These served 14 sorting sheds, where ammunition was tem- 
porarily stored, until shipped to ammunition warehouses near the 
dock. 




Little difficulty was entailed in the construction of the dock. 
It was designed to care for a maximum of 3,600 tons daily, requiring 
twenty-four 300-ton lighters for successful operation, although but 
eight lighters of that capacity could be accommodated at a time. The 
dock was in operation in September, 1918. 



276 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

IMPROVEMENT OF EXISTING FACILITIES. 

In the rehabilitation of existing berths to meet American demands, 
more or less extensive improvements were made at Brest, St. Nazaire, 
Nantes, Bordeaux, Bassens, La Pallice, Marseille, and Toulon by the 
installation of new trackage, erection of additional storage space, 
and the change in existing track layouts. Almost all berths acquired 
by the American Army were served by track layouts requiring the 
use of turntables for switching cars, a system which excluded the 
use of American rolling stock. 

The St. Nazaire basin had been turned over to the Americans 
shortly after the arrival of the 17th Engineers, August 19, 1917, and 
there was then but one ship's berth in the basin that could be reached 
by American equipment, for transfer of packages from ship direct 
to cars. By the addition Of 100,000 square feet of warehouse, office, 
and miscellaneous storage space; the laying of 9,750 linear feet of 
track, 32 switches, and 4 crossings, the St. Nazaire basin was put 
in shape for the prompt evacuation of cargo. 

At Nantes the first work done on acquired docks was the laying of 
2.33 miles of tracks on the Quai des Antilles, eliminating the neces- 
sity of switching by the turntable method. Closely allied to this was 
the building of 4.35 miles of additional storage tracks and the erec- 
tion of five warehouses on the Isle St. Anne providing a total floor 
space of 117,350 square feet. On the Quai Pirmil, additional ware- 
house space was also provided. 

At Usine Brulee, 2 miles below Nantes, 3 warehouses, providing 
45,000 square feet of storage, were built; 1.32 miles of trackage were 
laid, and 3,000 cubic yards of grading was done. 

In the improvement of harbor facilities in Bordeaux and other 
ports along the Garonne and Gironde Rivers, the greatest amount 
of work was done at French Bassens. The American Army had been 
given the use of certain berths at French Bassens in July, 1917, 
with the understanding that the Americans would put in certain 
trackage and erect warehouses. The total amount of trackage in- 
stalled at French Bassens by the American Engineers was 8.26 miles, 
and several large warehouses were erected late in 1917 to store the 
first American supplies received. 

The work at Marseille, on those docks acquired for American use, 
included demolition, grading of 6,500 cubic yards of material; the 
laying of approximately 3 miles of trackage ; and the installation of 
37 turnouts and 57 crossings. Due to the late date at which Mar- 
seille was acquired the rehabilitation work was but 50 per cent com- 
plete when the armistice halted construction. 



ENGINEER SUPPLY AND CONSTRUCTION. 277 

NEW PROGRAM. 

When in July, 1918, it was announced that the overseas force of 
the American Army would number 4,000,000 men by July 1, 1919, 
a new program of port facilities, including new construction and re- 
habilitation, was formulated. New projects were planned and au- 
thorized. It was evident that all ports would have to operate to the 
maximum to meet the increase in the tonnage to be handled, and to 
guarantee a daily tonnage of 100,000 by July 1, 1919. 

Under this new program one of the first pieces of work was the 
reinforcement of the American docks at Bassens to care for heavy 
gantries on all berths. A total of 3,200 piles and approximately 
500,000 feet, board measure, of lumber, and three and a half months 
of labor were needed to insure the use of gantries on the eight re- 
maining berths. One berth was vacated at a time so that as little time 
as possible would be lost in the reconstruction. 

At the time the armistice was signed, the division of construction 
and forestry was superintending or planning work at 26 new ships* 
berths. Those projects, on which actual construction had been going 
on for some time were: Talmont, at the mouth of the Gironde, 10 
berths ; Montoir, near St. Nazaire, 8 berths ; Donges, near St. Nazaire, 
2 berths for ammunition; and the south dike, Port du Commerce, 
Brest, 4 berths. Besides these there were contemplated 2 ships' 
berths authorized at Clere-Cailly, but not Grand Couronne, where 
ammunition was to be handled. In addition to all these ships' 
berths, lighterage facilities were either authorized or under con- 
sideration at three principal points — St. Pardon, on the Dordogne 
River near the storage depot of St. Sulpice; Bassens, adjoining the 
American docks; and in the St. Nazaire basin. All of these projects, 
except the three berths that were being completed at Montoir, were 
canceled November 15 by General Orders, No. 54, Headquarters 
Service of Supply. 

Of all projects under construction at the cessation of hostilities, 
Talmont would have been the largest. Considerable reconnaissance 
work had been carried on at Talmont prior to the date of its authori- 
zation, June 17, 1918. In November, 1917, hydrographic and topo- 
graphic surveys had been made by detachments from the 18th Engi- 
neers, under command of Col. Cavanaugh. Preliminary surveys 
indicated that 35 feet of water would be available at low tide. The 
proposed site was on the east side of the Gironde and more or less 
exposed to westerly winds. In addition, the possible presence of 
" teredo," the distance of Talmont from railroads, and the need for 
long piles and heavy timbers served as arguments against early 
development at Talmont. However, the need for deep-water ter- 



278 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

minals became so urgent, that these objections, some of which were 
not well founded, were ignored and construction ordered to pro- 
ceed on a basis not to exceed a daily unloading capacity of 5,000 tons, 
with future extension if found desirable or necessary. 

The site lay in front of a limestone bluff that had a height of 80 
feet from the dock site. The site also lay in a deep pocket, render- 
ing heavy dredging unnecessary. As the elevation of top of dock 
was placed at 26 feet, it was necessary to grade down the bluff imme- 
diately behind the site. Thereby a double purpose was served; 
roadways to the dock were provided, and fill secured for it. 

The material at the site was a surface covering of from 5 to 6 feet 
of mud, then the same thickness of hard clay, then rock. As the 
depth of mud and clay would be insufficient to give piles the proper 
bearing power, the preliminary design called for alternate pile bents 
and timber cribs. In actual construction it was decided to put in 
pile bents wherever possible and cribbing elsewhere. 

Before beginning work on the dock, it was necessary to put in a 
6-mile spur track from the line of the Etat Railroad running from 
Pons to Royan. This piece of work, including the erection of a 
30 pile-bent timber trestle, spanning a ravine of 40 feet depth, was 
undertaken by Company F, 18th Engineers. The 6-mile spur, to- 
gether with a 4-mile extension to a proposed borrow pit, had been 
laid by mid-November. 

When the armistice was signed, Talmont presented a scene of 
activity. Much material and equipment had been received, and 
warehouses had been erected back of the dock site for its storage. 
The first steam shovel had been moved into place. Barracks had 
been erected for working forces, officer personnel, and necessary 
office space had been provided. Camps had been prepared for labor 
battalions, and prisoner-of-war inclosures had been erected. Heavy 
machinery was being received. All of the 4,500 tons of special equip- 
ment ordered in the States for the Talmont job had been delivered to 
ports in France. Piling and heavy timbers had been assembled at 
Pauillac, across the river for barging to the dock site. A complete 
lighting plant of 1,500 horsepower had arrived from the United 
States, and a foundation was being prepared for it. American 
crews met French trains at Pons, 20 miles away, every day, and 
hauled trainloads of material to the dock site. A working force of 
approximately 2,000 was scattered in five widely separated camps. 

The completion of the dock would have entailed the use of 
6,000,000 feet, board measure, of lumber; more than 6,000 piles, 
ranging in length from 50 to 100 feet; 860,000 linear feet of crib 
logs; the excavation of approximately 1,000,000 cubic yards of mate- 
rial and an equal amount of fill; and would have provided berth 



ENGINEER SUPPLY AND CONSTRUCTION. 279 

space for vessels of the heaviest draft, with an estimated capacity of 
10,000 tons of supplies per day. 

Donges, on the Loire River, was another point at which a new 
dock was being constructed. Donges was to have been similar to 
St. Loubes, but the French objected to having ammunition handled 
at Donges by lighter, so two ships' berths were started. Preliminary 
work at Donges did not begin until late in August, 1918, and when 
the project was canceled but 5 per cent of the total work had been 
done, a total of 20 bents, spaced at 14 feet centers, being the only 
work done on the dock itself. 

Other berths authorized included four on the south dike in the 
Port du Commerce at Brest. The contemplated project specified 
that timber piles be driven at the south dike as a foundation for a 
dock 1,400 by 138 feet to carry a warehouse the full length of the 
dock for a width of 80 feet. The south jetty was to be connected 
to the east jetty by a double-track system, also on piling. Ships 
then could have unloaded directly onto the dock and the freight 
loaded directly into awaiting cars, thus materialy increasing the 
amount of tonnage handled. 

Authorization of the project was given after considerable discus- 
sion over its feasibility, due to the necessity for the importation of 
long piles and heavy timbers. Work did not start on the project 
until October 23, 1918, and when it was stopped on November 17 
but 5 per cent of the work had been done. 

New lighterage facilities were to be provided at St. Pardon, 
Bassens, and in the St. Nazaire basin, though St. Pardon was the 
only project on which any great amount of work was done before 
the armistice. St. Pardon was to have had a lighterage wharf 600 
feet long, and a long trestle approach. The wharf was to be con- 
nected to the St. Sulpice storage yard by a spur track less than a 
mile long. One-third of the work on this project had been done 
when the armistice stopped it. The lighterage wharves at Bassens 
and St. Nazaire were to be 600 and 650 feet in length, respectively. 
Little work was done at either place. 

In all the new installations put in by American Engineers, there 
was but one serious accident to completed structures. In December, 
1918, a portion of the dock on the east jetty, Port du Commerce, 
Brest, collapsed under a heavy loading of sugar and canned goods. 
A board of engineers appointed by the section engineer of base sec- 
tion No. 5 found the failure of the dock due to excessive loading, 
estimated at 1,200 pounds per square foot. Reconstruction of the 
dock was completed during the week of January 10, 1919. 

With the closing of hostilities and the movement of the Third 
Army into Germany, certain small installations were made along 
the Rhine River, in order that materials for the supply of the Third 



280 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Army could be barged from Rotterdam, thus avoiding a long rail 
haul across France from Atlantic ports. 

REFERENCE DATA, PORTS AND DOCKS. 

Board reports : 

Report. Railway Commission to France and England : Al)1 , endix num ber 

Wilgus Appendix on Ports. or lile reference. 

Report, Bassens Board D. C. & F. Files 

Report, Montoir Board Appendix No. 42-a 

Report, Townsend Board Appendix No. 42-a 

Reports of sectional engineers: 

Report of S. E. O., B. S. No. 1 Appendix No. 43 

Report of S. E. O., B. S. No. 2 Appendix No. 44 

Report of section engineer, B. S. No. 5 .__ Appendix No. 47 

Operations reports: 

Monthly reports and histories, ISth Engineers Appendix No. R-18 

Monthly reports and histories, 17th Engineers Appendix No. R-17 

Monthly reports and histories, loth Engineers Appendix No. R-15 

Correspondence : 

On Bassens, Talmont, Montoir, St. Loubes, Jetee de 
l'Est, Donges, St. Pardon, etc. Authorization dates 
also obtainable from D. C. & F. Files D. C. & F. Files 230/10 

Personal experience reports: 

Report of Lieut. Col. C. W. Sturtevant Hist.-Tech. Files 1175 

Report of Capt. Carl F. Brush Hist.-Tech. Files 491 

Report of First Lieut. A. F. Chittenden Hist.-Tech. Files 180 

Report of First Lieut. E. B. Tolman 1 Hist.-Tech. Files 1121 

Report of Capt. L. D. Cornish Hist.-Tech. Files 367 

Railroads. 

Prior to May 1, 1919, 9(37 miles of standard-gauge railroad track, 
principally in yards, had been constructed by American Engineer 
troops in France. Of this total, 79 miles were built under the direc- 
tion of the chief engineer, line of communications, and 62 miles were 
built by Engineer troops under the control of the director general of 
transportation. The division of construction and forestry took over 
railroad construction from the transportation department on March 
12, 1918, and in the eight months before the armistice was signed. 
November 11, 1918, engaged on 448 railroad projects, on which 
approximately 25,000 men were employed, increasing the trackage 
to 937 miles. In addition there were built such accessories as engine 
terminals, machine shops, car-repair and coal-storage facilities. 
Construction necessary after the cessation of hostilities, notably for 
the provision of embarkation facilities, raised the mileage to the total 
of 9G7 miles. 

In 1917 the French Government designated for American use cer- 
tain existing main lines of communication. The new trackage built 
by American Engineers, therefore, was almost entirely on docks, in 



ENGINEER SUPPLY AND CONSTRUCTION. ' 281 

yards at storage depots, and at regulating stations, engine terminals, 
etc. 

The main lines of communication for American traffic extended 
from the ports of Brest, St. Nazaire, La Pallice, and Bordeaux east- 
ward, converging within the quadrangle Tours, Chateauroux, 
Bourges, Orleans, thence radiating to Is-sur-Tille, Chaumont, Liffol- 
le-Grand, and St. Dizier, points in close proximity to American 
front. The railroads utilized were the Paris-Orleans, the Paris- 
Lyon-Mediterranean, the Etat, and the Est. From Marseille and 
Toulon the Paris-Lyon-Mediterranean was also used, but with the 
exception of a few track changes at these ports this route involved 
no American construction, supplies being transported by the French. 
The routes mentioned are shown on the accompanying map. 

The account of American railroad construction in France is insep- 
arably linked with that of ports and storage depots. At the large 
depots extensive receiving, classification, departure, and storage yards 
were essential parts of each project. These and other related facili- 
ties are considered elsewhere in connection with the various ports 
and depots. 

Plans prepared by the transportation department were executed 
by the Engineers. The shortage of materials and men, the rapid 
increase in troop arrivals during 1918, and the necessity of meeting 
the actual situation called for execution of only the absolutely essen- 
tial work. It was often necessary to decide from day to day what 
tracks should be put down in order to provide facilities urgently 
needed. This is well illustrated in the construction of track serving 
warehouses. The original plans contemplated four tracks for each 
line of storehouses, two on either side of each row, but it was early 
found that all traffic could be handled on a single track on each side 
without unreasonably delaying the loading and unloading of cars. 
Later this single-track arrangement was adopted throughout. 

TRACK REARRANGEMENT AT PORTS. 

At the ports taken over for American use the existing tracks were 
laid out according to French standards, which involved the use of 
turntables operated by hand, resulting in slow and cumbersome oper- 
ation. In order to secure maximum efficiency and to use American 
railway equipment, a complete rearrangement of the tracks was made 
in spite of troubles incident to street crossings and the removal of 
buildings. At St. Nazaire, the first port used by the American Expe- 
ditionary Forces, the changes involved the rearrangement . and con- 
struction of a total of 23 miles of track. The work at Bassens 
consisted of both reconstruction on French docks, new construction 
on American-built docks, and the creation of large receiving and 
departure yards, aggregating 52 miles of track. 



282 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 




(3398-F9) RAILROAD YARDS AND WAREHOUSES AT THE ST. SULPICE DEPOT. 




(312-V8) STEAM SHOVELS IN CUT FOR NEVERS RAILROAD CUT-OFF. 










Ll~ ,. 





«o* 



tf 



M 




ENGINEER SUPPLY AND CONSTRUCTION. 283 

It was imperative to get supplies away from the ships' side rapidly, 
and to do this tracks were built connecting the docks directly with 
the base depots. The double track, 1^ miles long, between St. Na- 
zaire and Montoir, which is described in the account of the Montoir 
depot, was for this purpose. A single track, 0.4-mile long, was built 
at Nantes, between the Etat and Paris-Orleans Railways, to provide 
access from the docks on the Isle St. Anne to the storage yard at 
St. Luce. The largest installation of this character was the third 
track, Qj- miles long, constructed from the head of the departure 
yard at Bassens to the storage yards at St. Sulpice, to permit the 
operation of trains from the docks to the depot without interference 
with the heavy traffic on the Paris-Orleans Railway, which it par- 
alleled. The project, which was finished in July, 1918, involved 
50,000 cubic yards of grading, construction of 25 culverts, 3 over- 
head arches, and 2 girder bridges, moving of telephone and tele- 
graph lines and automatic signal devices, removal and relocation of 
10 houses, and the laying of the necessary track. 

THE NEVERS CUT-OFF. 

It was also necessary to undertake other main line improvements. 
Congestion had resulted between Bourges and Pont Vert, owing to 
the junction of traffic from the ports of St. Nazaire and Bordeaux. 
Two additional tracks, 3.7 miles long, paralleling two 'French tracks, 
were constructed between these points. The existing single-track 
main line of the Paris-Orleans Railway through the city of Nantes 
was not sufficient to care for the increased traffic from the port of 
St. Nazaire and the depot at Montoir, and an additional track 3 
miles in length was accordingly constructed there. 

The largest project of main line construction, however, was the 
Tevers cut-ofF. Completed in October, 1918, four months after con- 
truction started, this double-track line, involving a large volume 
cut and fill and a bridge spanning the Loire River, opened up a 
route by means of which hours of valuable time were saved in trans- 
jorting men and materials to the combat areas. The value of the 
line lay in the means which it provided for by-passing the city of 
levers, where several French railroads converged and where, con- 
squently, congestion of traffic delayed train movements. With the 
3ut-off in operation, trains en route for the advance areas avoided 
the busy terminal and yards and also a long loop which formerly had 
to be followed in running through the city. 

The cut-off was 5^ miles in length and required 190,000 cubic yards 
)f cut and 414,000 cubic yards of fill. The largest continuous fill 
ras of 180,000 cubic yards, the roadbed in this section being about 40 



COQPS OF^ ENGINE£QS , U. S. ARMY. 



WAV DEPAQTMeiiT 




127071—19. (To lace page 283.) 



284 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



feet above the original surface of the ground. This fill, the key to 
the entire project so far as time of completion was concerned, in- 
volved the construction of a high timber trestle from which side- 
dump cars, loaded by steam shovels operating in a cut to the west, 
discharged. These dump cars, American-made, were the first of 
their kind used in France. In addition, a number of wheel scrapers 
and 400 horses were employed. The construction forces numbered 
about 3,000 men. 

The bridge portion of the cut-off, 2,190 feet long, was composed 
of ninety-nine 14-foot timber spans and sixteen 50-foot steel girder 
spans. This was the longest bridge which the Engineers of the 
American Expeditionary Forces built in France. Other smaller 




(314-V8) STEEL GIRDER SPAN AND PILE FOOTINGS FOR THE LOIRE RIVER 
BRIDGE, FORMING PART OF NEVERS RAILROAD CUT-OFF. 

bridge structures had also to be built in connection with the Nevers 
cut-off. For example, a canal was spanned; a steel girder bridge 
was built over the Paris-Ly on-Mediterranean Eailway; and several 
overhead and undergrade crossings for highways were constructed. 
Many highways were relocated and rebuilt. 



ENGINE TERMINALS. 

Existing engine terminal facilities along the French railways could 
not handle the heavy American traffic. Accordingly new terminals, 
solely for our use, were built along the principal lines of communica- 
tion at Montoir, Samur, Gievres, Marcy, Is-sur-Tille, and Liffol-le- 
Grand, at Bassens, St. Sulpice, Nex'on, Perigueux, Montierchaume, 
and at St. Luce. Most of these were ready for operation on August 1,' 



ENGINEER SUPPLY AND CONSTRUCTION. 



285 



1918. All were similar in design, and therefore the terminals at 
Marc}-, in the intermediate section (east) and at Samar, in base 
section No. 1, which were the largest, are alone described. 

Marcy, on the Nevers-Chaugny line of the Paris-Lyons-Mediter- 
ranean Eailway, about 28 miles southeast of Nevers, was selected as 




a site for an engine terminal because of level ground, the proximity 
to a good water supply, and its location nearly midway between the 
intermediate supply depots and the regulating stations, where 
changes of engines were necessary. To obviate the undesirable op- 
eration of trains across the main tracks to reach the yards, the west- 
bound main track of the Paris-Lyon-Mediterranean Eailway was 



286 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

diverted for 4,800 feet and to a distance of 115 feet from its former 
location at the point of greatest deviation. In the space thus pro- 
vided, were placed engine standing tracks and five westbound yard 1 
tracks with a minimum length of 2,000 feet. These facilities were 
duplicated for eastbound movements at a point west of the diver- 1 
sion. A thoroughfare track with a loop in the form of a half-circle' 
with a 150-foot radius was built for the purpose of turning engines, i 
The two legs converged at a point just east of the eastbound en- 
gine standing tracks. Between the legs of the loop were 9 tracks, 
each 1,000 feet long, 5 of which were covered for a length of 200 
feet by a building in which inspection pits and machine shops were] 
installed. Adjacent thereto were a boiler house and oil house. Along 
the other leg were 5 tracks, 500 feet long, for storing engines, and 
at the end of these, coal storage bins and piles, with tracks for un- 
loading coal and for coaling engines. Two ash pits and two inspec- 
tion pits were provided. Water from a plant on the Aron River 
was pumped through 1,000 feet of 8-inch pipe to two 50,000-gallon 
tanks, centrally located. The Marcy project involved the construe- \ 
tion of 18 miles of track. 

At Saumur, east of Nantes, the railroads from La Pallice, Roche- 
fort, and La Rochelle, joined with the northern line of communica- 
tion from port of St. Nazaire. Facilities for the inspection, coal- 
ing, storing, watering, and minor repairing of locomotives, together 
with the necessary yards, involving in all 15 miles of track, were 
constructed at this point. The Etat Railway here had a crossing 
over the Paris-Orleans Railway, and to reach the yards, which lay 
parallel with and on the same grade as the Paris-Orleans Railway, 
it was necessary to build a trestle of 198 bents, with a 50-foot girder 
span over the Paris-Orleans Railway, and a heavy fill on a 1 per 
cent grade to the yards. This crossing was nearly completed when 
the armistice was signed, all the engine facilities having been in- 
stalled, 13 miles of track laid, and the terminal put in service. 

The miscellaneous mileage constructed, included many sidetracks, 
built in French yards and at stations to accommodate long Ameri- 
can trains, and also sidings and spurs at various hospitals, aviation 
centers, camps, and forestry projects not on main traffic routes. 

Administration of railroad construction was accomplished by the 
director of construction and forestry through the railroad and dock 
section at director of construction and forestry headquarters and 
through the various section Engineers, in control of construction in 
their respective territories, who, in turn placed an Engineer officer 
in charge of construction on each project. In the execution of the 
work a great variety of labor was employed, the Engineer technical 
troops being used largely for supervision and for skilled opera- 
tions. The usual difficulties were encountered, because all the con- 



ENGINEER SUPPLY AND CONSTRUCTION. 



287 



struction was done in a thickly settled and intensely cultivated for- 
eign country. Private property had to be scrupulously respected 
and all needed land obtained through the proper bureau of the 



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A ccomponyiny Report of 



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7 Awti 5 1 ' /a 



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ErVGIfJE TERMINAL 
PROGRESS REPORT MA* 






French Army. Many roads and streets had to be changed and the 
traffic maintained meanwhile. Telephone, telegraph, and power 
lines had to be moved; bridges and culverts had to be rebuilt or 



288 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

extended; undergrade or overhead crossings had to the installed, 
all without interrupting business or hindering the main work. 

Railroad mileage would have been nearly doubled had hostilities 
continued. General Orders, No. 54, headquarters, Service of Supply, 
issued November 14, 1918, canceled 827 miles of track that had been 
authorized for construction. The proposed mileage was largely at 
ports and in depots. The mileage of main-line improvements, how- 
ever, would also have been increased. In connection with the con- 
struction of a large dock at Talmont on the Gironde River, 85 miles 
northwest of Bordeaux, preparations had been made to double- 
track the existing single track of the Etat Railroad from la 
Traverserie to Sanjon, a distance of 43 miles. At the time the armis- 
tice was signed, work had commenced on the double tracking of the 
main line of the Paris-Orleans Railway from Le Mans to Tours, a 
distance of 37 miles, thus affording a double track from Brest to 
Tours, which was essential because of the then increasing im- 
portance of Brest as a debarkation point for American troops. 
Studies were made, and in some cases construction was started on 
other engine terminals in order to further increase the American 
traffic, but these, like nearly all else, were suspended after the sign- 
ing of the armistice. 

REFERENCE DATA, RAILROADS. 

Appendix number 
or file reference. 

Report D. C. and F. to C. G., S. O. S. (through C. E.) ...Appendix No. 40. 

Project reports of section engineers-: Appendix No. 43-52, incl. 

Monthly reports and histories: 

16th Engineers (railway) Appendix No. R-16. 

17th Engineers (railway) Appendix No. R-17. 

18th Engineers (railway) Appendix No. R. 18. 

Monthly progress charts, D. C. and F D. C. & F. Files. 

Storage Depots. 

Covered storage space in depots ready for occupancy or occupied 
when hostilities ceased aggregated 13,256,351 square feet. Not in- 
cluded in this total were warehouses at the Montoir depot, with an 
area of more than 1,000,000 square feet, complete, except for flooring, 
and an additional 1,000,000 square feet of warehouses built after 
November 11, 1918. The resulting total depot covered storage space 
was equivalent to a warehouse 50 feet wide and 58 miles long. Dock 
and miscellaneous storage, not included in the space for the storage 
of reserve supplies, were also essential features of the construction 
program. How the requirements of these three classes were met is 
indicated by the tabulation following: Depot storage, 15,329,272 
square feet; dock storage, 3,255,788 square feet; miscellaneous stor- 
age, 3,857,692, making a total of 22,442,752 square feet. These figures 
are taken from the progress report of director of construction and 



ENGINEER SUPPLY AND CONSTRUCTION. 289 

forestry dated February 1, 1919, at which time the total space was a 
maximum. Thereafter the storage space decreased slightly owing to 
the dismantling of camps and depots and to the return to the French 
of warehouses leased from them. The accompanying map shows 
the location of the principal storage projects. 

Originally it was believed that a 90-day reserve in France for the 
American Expeditionary Forces would be necessary. This supply 
was to be distributed as follows: Forty-five days' supply in base 
depots, 30 days' supply in intermediate depots, and 15 days' supply in 
advance depots. It was estimated on this basis that 21 square feet 
of covered storage space would be required for each man in the 
American Expeditionary Forces. It was found by experience, how- 
ever, that for a 90-day reserve an allowance of 10 square feet per man 
was sufficient for supplies actually requiring cover. This allowance 
was later reduced to approximately 5 square feet per man, when a 
reserve of 45 days was determined upon. Considerable attention was 
given to the matter of placing in open storage those supplies which 
would not be damaged in the length of time that they would have to 
remain in the open. Experience demonstrated that hay, canned 
goods, small-arms ammunition, and projectiles could be placed in 
the open under paulin covers without material damage. 

The location and construction of adequate storage depots in France 
constituted one of the first problems of the Engineers. With the 
designation of certain ports and railroads for the use of the Ameri- 
can Expeditionary Forces, sites for the principal depots, at points 
which bore the proper relation to the transportation facilities, were 
selected. Following the approval of the projects by the commander 
in chief and consideration of the relative space requirements of the 
several services, plans for the depots were prepared by the transpor- 
tation department. The task of actually building the structures 
was performed by the Engineers under the chief engineer, line of 
communications, and later the division of construction and forestry, 
under the chief engineer, American Expeditionary Forces. A dia- 
gramatic representation of the growth of depot covered storage space 
is shown herewith. The location of the several depots and their 
magnitude on February 1, 1919, is given below : 

Base sections : Square feet. 

Montoir 1 3, 446, 740 

St. Sulpice 2,627,000 

St. Luce 199,200 

Aigrefeuille 80, 000 

Miramas 401, 948 

St. Loubes (ammunition) 294,500 






Total ' 7, 049, 388 

1 Includes 1,136,540 square feet, complete, except for flooring. 
127071—19 19 



290 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Intermediate section : Covered space. 

Gievres 3, 838, 848 

Montierchaume 1, 214, 000 

Mehun (ammunition) 409,823 

Issoudun (ammunition) 446,600 

Nevers (quartermaster) 150, 909 

Clichy (aviation) 100,000 

Cosne (medical) 1 48,133 

Total 6, 208, 313 

Advance section : 

Is-sur-Tille 1, 355, 000 

Poincon (gas) 50,400 

Liffol-le-Grand 407, 904 

Jonchery (ammunition) 306,400 

Total - 2, 119, 704 

Total, Feb. 1, 1919 15,377,405 

In accord with a policy of concentrating general supplies as far as 
possible in large centers, 83 per cent of the space was in six great 
depots — Montoir and St. Sulpice (serving the ports of St. Nazaire 
and Bordeaux, respectively) Gievres, Montierchaume, and the regu- 
lating stations at Is-sur-Tille and Liffol-le-Grand. Ammunition, not 
permitting of storage in common with other supplies, necessitated 
the construction of the large depots at St. Loubes, Mehun, Issoudun, 
and Jonchery. These depots, because of their magnitude and im- 
portance in the supply of the American Expeditionary Forces, are 
each considered at length in subsequent pages. Plan layouts indicat- 
ing the size and arrangement of these depots are included. 

The storage facilities at Nevers, Clichy, Cosne, and Miramas con- 
sisted largely of warehouses leased from the French. The construc- 
tion at these points was relatively small, being principally the track- 
age necessary to make the warehouses available for American use 
and the barracks for the operating personnel. Miramas, near the 
port of Marseille, was subjected to considerable development of this 
character. The depots at St. Luce and Aigrefeuille were started to 
receive material from the ports of Nantes and La Pallice, respec 1 
tively, but, as the figures indicate, did not attain any great size. For 
the Chemical Warfare Service's gas, which, like ammunition, could 
not be stored in proximity to other supplies, the small depot at 
Poincon was constructed. 

The function of the depots was not one of the storage of the re- 
serve alone, nor was the reserve stable. All depots, but more espe- 
cially those in the advance and intermediate sections, acted as dis- 
tributing points, and certain classes of supplies were continually 
being received and shipped. The early plans proposed provision for 

'Medical storage turned back to French before Feb. 1. 



ENGINEER SUPPLY AND CONSTRUCTION. 291 

WAR DEPARTMENT CORPS OF ENGINEERS U.S. ARMY 



Notice:- figures for requirement curve based 
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DEPOT COVERED STORAGE SPACE 

INCLUDING AMMUNITION 

45 DAYS STORAGE - ALL FRANCE 

DIVISION OF CONSTRUCTION AND FORESTRY 

O.C.E.- S.O. S.-A.E.F. 

edgar jadwin 

brig. gen. u.s.a. 

dir. of const. and forestry 

d.c.f. 9839-32 



2-f 



292 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

adequate stock at an advance depot. Any surplus was to be stored 
in the intermediate section and a proper stock assured there. Sup- 
plies in excess of the combined capacities of these two depots were 
to be retained at depots located as near as possible to each of the 
principal ports for American use. This program resulted in the 
commencement of construction of the advance and intermediate 
depots first, and of the base depots later. 

The depots had many characteristics in common. Layouts largely 
similar were used and warehouses of standard types were constructed 
at all projects. The first warehouses were of lumber with rubberoid 
roofing. Owing to the difficulty in obtaining lumber a type was de- 
veloped with a wood frame and corrugated iron roofing and sides, 
which had the added advantage of being easily and quickly erected. 
This type is illustrated in an accompanying plan. The standard 
warehouse was 50 by 490 feet, and 12 feet high at the eaves and 
required only 20,000 feet b. m. of lumber and 44,000 square feet of 
corrugated iron. Shorter lengths were built as necessity required. 
At Gievres, on one occasion, a warehouse 50 by 294 feet with roof 
and ends only covered with corrugated iron was erected by 60 men 
in eight and one-half hours. It was found practicable to omit floors 
except in buildings where supplies subject to injury by moisture, 
such as sugar, salt, and flour, were stored. In these cases a floor was 
built or the supplies placed on loose dunnage. 

Ammunition constituted an important class of material for which 
storage was provided. The type of warehouses erected for ammuni- 
tion differed but little from the type used for general storage, except 
that they were of an average length of 300 feet instead of 500 feet. 
An essential requirement, however, was that the buildings be sepa- 
rated by a minimum distance of 300 feet, which necessitated a layout 
with widely divergent tracks along which the warehouses were 
located. 

For the Ordnance Department a group of steel frame shop and 
storage buildings was also constructed. 

THE GENERAL INTERMEDIATE STORAGE DEPOT AT GIEVRES. 

Between the base ports and the advance depots was the general 
intermediate storage depot at Gievres, originally designed to pro- 
vide a center where a sufficient stock of supplies should be main- 
tained to meet any demands made by the depots nearer the front as 
well as to relieve freight congestion at the ports. Eventually, it was 
further utilized to supply a large portion of the Service of Supply 
as well as to forward supplies directly to some parts of the front. 

During the summer of 1917 Brig. Gen. (then Col.) Harry Taylor, 
chief engineer American Expeditionary Forces, sent Col. (now Brig. 






ENGINEER SUPPLY AND CONSTRUCTION. 293 



Gen.) Edgar Jadwin and his two assistants, Capts. Somervell and 
Brooke, to examine eight possible sites for storage depots. They 
found at Gievres a broad, level, sandy plain, nearly 3 miles wide, 
between the Cher Eiver and the Sauldre, and covered with grain 
fields, vineyards, and patches of timber with here and there a swamp. 
Near the Cher and through the village ran the Paris-Orleans Rail- 
road, a main artery for American traffic, while along the Sauldre 
was National Highway No. 76 between Tours and Vierzon. A barge 
canal followed the course of the Cher and the Le Blanc and Argent 
narrow-gauge line crossed the plain from north to south. This site 
was recommended as the best of the eight, and on August 16, 1917, 
its adoption was approved by the chief of staff. 

The authorization of August 16, 1917, called for a depot " capable 
of supplying 300,000 troops for 30 days and providing for expan- 
sion." The plans finally adopted, however, were on a much bolder 
scale and covered a depot capable of supplying 1,000,000 men for 30 
days. This project designed to cover an area 2 miles wide and 6 
miles long, was divided into 12 smaller ones which included, in addi- 
tion to 213 warehouses and 260 miles of railway track, a large re- 
frigeration and ice-making plant, two remount depots, a veterinary 
hospital, a camp hospital, a coffee roasting and grinding plant, and 
a gasoline distributing station. Moreover, the constructing and 
operating troops had to be housed and many auxiliaries, such as a 
water-supply system, shops, roundhouses, and motor parks, had to be 
provided. Active construction was begun by the 15th Engineers, who 
also supervised the work of the organizations which later arrived. 

The plan adopted called for a ladder system of long, parallel, 
double tracks, between which were placed diagonally the rows of 
warehouses. These warehouses were spaced so as to reduce fire 
danger to a minimum and had a track on either side. This huge 
system formed the skeleton of the project. Along the southern and 
eastern edges the designs called for classification and departure 
yards, shops, roundhouses, and other railroad facilities. The re- 
frigerating plant and most of the barracks were placed along the 
national road which formed the northern boundary, while the gaso- 
line-storage facilities were located at the extreme eastern end. The 
other components of the project were similarly grouped about the 
central warehouse area. 

On September 1, 1917, two companies began unloading French 
track material and laying a temporary line from which to unload 
future shipments. On December 1, 1917, the actual laying of the 
track was commenced simultaneously with the building of the ware- 
houses, the 15th Engineers then being assisted by 200 American 
service troops and 500 Chinese laborers. From that time on the 
work went forward at an increasing pace. Labor troops began to 



294 



HISTORICAL REPORT CHIEF ENGINEER A. 



E. F. 



arrive from America; Spaniards, Portuguese, and Chinese were 
secured, and combatant troops were detained long enough to con- 
tribute a few weeks of labor. 

In spite of the constant shortage of labor, the work was pushed 
so energetically that another factor, the shortage of material, be- 




came a menace to the success of the project. To relieve this situa- 
tion, various expedients were resorted to. Lack of rails made neces- 
sary a large reduction in the mileage, and for this reason it was 
decided to lay a track on one side only of each warehouse instead of 
on both sides, a change which, owing to the narrowness of the 
warehouses, did not materially affect their efficiency. It was also 
found necessary to dispense with the running tracks between grids. 



WAfi DEPARTMENT 




127071—19. (To face page 295.) 






ENGINEER SUPPLY AND CONSTRUCTION. 295 



These were but the most sweeping of the shifts which had to be made 
in order to maintain a balance between labor and material. No 
sooner had the depot been put under construction than it com- 
menced to operate, and the construction work had to be carefully 
regulated so as to keep transportation from interfering with con- 
struction and vice versa. 

The Gievres site possessed two features which greatly facilitated 
the railroad work. One was the flatness of the terrain, which elimi- 
nated any extensive grading, and the other was an abundance of 
excellent ballast material on the site. The railroad work did not 
consist entirely of laying track. A constantly increasing comple- 
ment of locomotives required shops and roundhouses, as well as 
water supply and storage facilities for large quantities of coal. The 
*' roundhouse," which as a matter of fact was rectangular, was made 
up of identical sections so that additions could be built whenever 
the need arose. It consisted of seven of these sections, which were 
sufficient to house the assortment of Belgian, French, British, and 
American locomotives which were used in the yards and on the lines 
for which Gievres was the terminal. At one time 30,000 tons of coal 
were stored on the project, and plans had been made for a large 
increase. 

The matter of water supply was in itself no small one. At a 
pumping station on the bank of the Sauldre were installed two 
electrically driven centrifugal pumps each having a capacity of 
2,800 gallons per minute and two 1,800 gallons per minute pumps. 
A pipe line carried the water to a central tank of concrete, from 
which it was pumped to smaller wooden tanks, constructed of green 
lumber and bound with iron rods and ingenious iron lugs impro- 
vised out of pipe, or, in the case of the larger tanks, with a device 
fashioned from angle bars. Eight tanks of 25,000 and 50,000 gallons 
capacity were constructed. 

Under shipping conditions as they existed in the first months of 
1918, the American Expeditionary Forces could ill afford to lose 
any of the supplies which had been brought over with such difficulty 
and it was imperative that a warehouse-building program be carried 
out such as would keep pace with the increasing influx of sup- 
plies. If building materials had been readily procurable this would 
not have been difficult but structural steel had to be brought from 
America or England ; the same was true of corrugated iron and suffi- 
cient lumber could neither be purchased nor imported. Various 
types of warehouses were designed. Six warehouses having hollow- 
tile walls and slate roofs were built by a French contractor. The 
Ordnance Department provided materials for two steel warehouses, 
240 by 500 feet. These proved to be too large for efficiency in a case 
where so much material had to be handled, but this defect was reme- 



.M? D£PAfirM£NT 



COWJ Of £m/N£EM US ARMy 




1271)71-111. (Tofucn \m.» '■" ) ''-) 



296 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

died by running a track through the center of each building, thereby 
doubling the number of cars loaded and unloaded. Four types of 
smaller steel structures 50 feet wide and of varying length, designed 
for simplicity of erection and lightness, were ordered, three from 
American firms and one from Great Britain. In these the number 
of parts was reduced to a minimum, bolts were substituted for rivets, 
only two sizes of bolts were used throughout and corrugated iron 
was employed for the roofs and walls. These simple buildings could 
be erected by troops unfamiliar with structural work. On one occa- 
sion two detachments of 90 men each put up a steel warehouse in 
seven working days. 

Most of the warehouses were of wood, were generally 50 by 504 
feet, though the length was frequently varied, and were designed 
with a view to cutting down the material to the lowest possible 
amount. The posts supporting the roofs were cut from timber grow- 
ing on the site; the rafters and purlins were cut in the vicinity by 
detachments of forestry troops. This saving in transportation re- 
sulting from the use of local material was an important item at a 
time when the car shortage was critical. Cleaning, grading, con- 
struction, and utilization followed one another rapidly. Often be- 
fore the last workman had picked up his tools to leave a completed 
warehouse, the stevedores were piling up freight inside. 

Yet there was a time during the spring and summer of 1918 when 
the building progress, hampered at all times by the shortage of 
labor and material, was unable to keep up with the increasing ton- 
nage which was being received. The corrugated iron did not arrive 
in sufficient quantities. This situation was relieved by inclosing only 
the end walls with iron and hanging temporary curtains of canvas 
on the sides, thus postponing the need for thousands of square yards 
of metal. With the buildings going up at so fast a rate and being 
filled just as rapidly, there was neither time nor material for putting 
in the floors called for by the plans. However, short poles from 3 to 
8 feet in length, collected locally were laid end to end about a foot 
apart over the floors and the supplies were thus elevated above the 
dampness of the soil. In some cases where the value or perishability 
of the supplies warranted, rough pine flooring was laid. When the 
armistice was signed the work was at its height, 174 of the 213 pro- 
posed warehouses had been completed, and 132 of the 260 miles of 
track had been laid. 

In addition to the fundamental matters of trackage and storage, 
numerous less extensive yet indispensable projects formed a part of 
the scheme. The water of the Sauldre was unfit for drinking, and 
four wells — one of them over 500 feet in depth — were drilled and 
their output piped throughout the depot. Two remount depots, one 



ENGINEER SUPPLY AND CONSTRUCTION. 297 

with a capacity of 400 horses, at the near-by village of Selles-sur- 
Cher, and another, having a capacity of 2,300 horses, the latter sup- 
plemented by a 2,000 animal veterinary hospital, were installed. A 
coffee roasting and grinding plant was under construction on No- 
vember 11. 

One of the branches of the project which was most vital to the 
success of the Army was the gasoline and oil depot from which the 
small stations in the forward areas were supplied. This was con- 
veniently located with respect to track connections and to the main 
highway. The primary gasoline storage consisted of four tanks for 
two kinds of gasoline, with a total capacity of 2,000,000 gallons. 
These tanks were connected by 4-inch pipe to pumps having a 
capacity of 200 gallons per minute. Ten tanks to receive the gasoline 
from the cars were placed near the tracks and a secondary storage 
tank near the road. To insure protection against fire each tank was 
surrounded by earthen dike and provided with connections for 
smothering fire with live steam. Shops for assembling the 325 and 
150 barrel steel tanks in use throughout the American Expeditionary 
Forces were put up and civilian steel workers brought to France for 
this work had completed all but one of their quota of tanks on the 
day the armistice was signed. 

The American Armj-, coming as it did into a country whose food 
supply was already depleted, recognized that it could not depend 
upon European markets for meat, and that it would not only have to 
bring all its meat into the country but that, if the meat were to be 
served fresh, means of refrigeration would have to be provided. 
Refrigeration plants were therefore required at the ports, at the 
advance depot, and at Gievres, where the Engineers erected the 
largest refrigeration plant in France. For the design and operation 
of these plants, Maj. P. W. Evans, Quartermaster Corps, was in a 
large measure responsible. 

In October, 1917, 103 carloads of material for the plant at Gievres 
arrived ; on November 3, the first contingent of civilian constructors 
for the ice plant were on the ground ; and on May 1, 1918, the plant 
commenced operation. The plant included the following buildings : 
Engine and boiler room, machine shop, laundry, storehouse, and the 
immense beef storage warehouse, 112 by 896 feet. The refrigeration 
was obtained by the expansion of ammonia circulating through 35 
miles of 2-inch pipe, giving a temperature varying between minus 4 
degrees and plus 5 degrees Fahr. In addition a fully equipped ice- 
making plant, with a capacity of 500 tons of ice per day, was in- 
stalled. The beef -storage plant had a capacity of 15,000,000 pounds 
of meat and the average amount stored was but 544,856 pounds, yet 
in view of the promised increases in the American Expeditionary 



298 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

Forces, work was commenced on another cold-storage building of the 
same size, which was, however, abandoned in November, before the 
foundations had been completed. While the mechanical equipment 
of the refrigeration plant required the services of more than 200 
civilians, most of them skilled laborers and mechanics, the men who 
were responsible for the construction work were engineer officers and 
men. 

The history of the Gievres project is one long succession of difficul- 
ties overcome. The shortage of materials and the measures taken to 
counteract it have already been mentioned and the other big problem, 
that of labor, was no less troublesome. In addition to troop labor 
there were large numbers of French, Spanish, Chinese, and Portu- 
guese civilians. 

Fortunately these classes of labor did not have to be depended 
upon entirely. The construction troops, while never sufficient in 
numbers, were efficient and were used to best advantage in doing the 
more skilled work or in superintending the work of less skilled troops, 
and they fully justified the responsibility which was placed upon 
them. The work of the Negro service battalions has been commended 
again and again by their officers. Combatant troops were also em- 
ployed whenever available, but, due to the necessarily frequent 
changes and transfers of units, did not constitute a really satisfactory 
source of labor. 

The Gievres project was built under the general direction of the 
section engineer, intermediate section (west), reporting to the direc- 
tor of construction and forestry. Col. Ernest Graves served as sec- 
tion engineer until the fall of 1918, when he was relieved by Col. S. 
B. Williamson. The regiments which were in the main responsible 
for the construction were the 15th Engineers, which did practically 
all the work of organization during the earliest and hardest months, 
and the 55th Engineers, who relieved them in July, 1918. But many 
detachments, varying from platoons or less to battalions, which put 
strenuous effort into the work also deserve credit. The officers who 
at various times were in charge of the project under the section en- 
gineer were: Lieut. Col. C. W. Sturtevant, 15th Engineers; Maj. 
George H. Taylor, Engineers; Col. E. L. Daley, 55th Engineers; 
Maj. H. P. Warren, 55th Engineers; and Maj. B. R. Wood, Engineers. 

When, in October, 1918, the talk of peace became most insistent, the 
work at Gievres was not permitted to slacken. The final clay found 
the warehouses in all stages of construction, track being laid, founda- 
tions for a new beef storage plant being built and all the work going 
forward with energy. November 11 saw the Gievres project at its 
greatest, able to care for all the supplies needed for the armies, its 
departments in full operation and additional construction under way; 



suite ^/Mser/vr/vr 




ENGINEER SUPPLY AND CONSTRUCTION. 299 

IS-SUR-TILLE ADVANCE DEPOT AND REGULATING STATION. 

Is-sur-Tille was the principal advance depot and regulating sta- 
tion. The village of Is-sur-Tille is about 160 miles southeast of 
Paris and 95 miles south of St. Mihiel, at the northern terminus of 
the Paris-Lyons-Mediterranean Railway and the southern terminus 
of the Est Railway. Located within a short distance of all sections 
of the American front and upon the controlling railroad lines, ad- 
vance depot No. 1 and regulating station "A," as these dual facilities 
were designated, distributed supplies to the advance section and the 
zone of the armies. Is-sur-Tille was the " neck of the bottle " through 
which, with few exceptions, supplies from the ports and base and 
intermediate depots had to pass. 

When hostilities ceased 390 buildings, affording 2,110,800 square 
feet of floor space, had been erected. Forty-eight warehouses, with 
an area of 1,335,000 square feet, constituted the depot covered storage. 
Accommodations were provided for approximately 18,000 men, the 
construction and operating personnel. Within the area of the project 
were built 109 miles of railroad track. A mechanical bakery, with a 
daily capacity of 800,000 pounds of bread, was in operation. Com- 
plete electric light, power, and water-supply systems extended to all 
parts of the project, the latter consisting of a 110,000-gallon reser- 
voir and 88,000 feet of pipe, supplying water purified by chlorina- 
tion before entry into the mains. 

The decision to construct a large advance depot and regulating 
station at Is-sur-Tille was delayed until the French and American 
military authorities reached an agreement as to the exact location 
and plans for the work. On September 25, 1917, construction was 
authorized. The following day grading work was commenced by 
the 16th Engineers (railway), Col. Harry Burgess commanding, 
on what was decided to be the determining factor affecting the time 
of completion of the yard and depot, namely the removal of about 
20,000 cubic yards of earth and 30,000 cubic yards of rock from two 
cuts required for the diversion of an existing main line of the Est 
Railway and for the tracks of the receiving yard. 

To provide the facilities authorized on the initial plans required 
the removal of 30,000 cubic yards of rock and 90,000 cubic yards of 
earth, construction of 19 warehouses 50 by 500 feet, laying of 28 
miles of track, provision of water-supply and electric-light systems, 
and numerous other auxiliaries. Under the general supervision of 
Lieut. Col. (later Col.) George H. Webb and Maj. (later Col.) Sam. 
A. Robertson, in charge of actual construction, a great transforma- 
tion took place in a surprisingly short time. 

The forces of the 16th Engineers were in November augmented by 
four companies of Infantry and one company of French railroad en- 



Mte 0f#4ye7W£/v7~ 



COtiRT arjW&W&Xp aZ AMfY 




127071—19. (To face page 299.) 



300 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

gineers employing about 400 German prisoners, so that nearly 2,000 
men were engaged on the work. 

In succeeding months the work progressed rapidly. The two cuts 
were finished and the tracks were ready by the 1st of January, 1918. 
Two track-laying gangs were organized and laid as much as 14, miles 
per day. 

Standard warehouses 50 by 500 feet were built of light frame con- 
struction, sided and roofed with rough, irregularly sawed Swiss 
three-fourths inch lumber, and covered with tar paper. Later, when 
materials arrived in sufficient quantity, warehouses were sided and 
roofed with corrugated iron to reduce the fire risk. 

On March 15, 1918, the yard and depot were completed and turned 
over to the transportation department for operation, and on April 5 
the 16th Engineers departed for the British front, having com- 
pleted, with the aid of the other troops assigned to the command, 
which at one time approximated 5,500 men, all the essential features 
originally contemplated. The construction work was then placed in 
charge of Maj. (later Lieut. Col.) Brehon Somervell. 

Late in March it was determined to construct to the west of the 
original project additional warehouses and tracks. This project was 
designated as the "west depot" and the initial project as the "east 
depot." Construction of the former and additions to the latter were 
carried on independently. At about the same time, authorization of 
a mechanical bakery capable of an emergency production of 1,000,000 
pounds of bread daily created a third distinct project, while the in- 
creasing personnel necessitated such extensive construction at Camp 
Williams as to require its separation as a fourth individual project. 

In its final form the east depot embraced 20 warehouses, 50 by 
500 feet; two steel warehouses, 240 by 500 feet; and 2,000,000 square 
feet of open storage space served by 8 miles of narrow-gauge and 59 
miles of standard-gauge track. Advance quartermaster depot No. 1 
occupied 19 warehouses with an area of 475,000 square feet and ad- 
vance ordnance depot No. 1 occupied the two steel warehouses with 
an area of 240,000 square feet. Within the boundaries of the east 
depot were the receiving and classification yards, the former with 16 
tracks and the latter with 25 classification tracks, 7 hospital train 
tracks, and 2 meat tracks. These yards, totaling approximately 20 
miles, constituted the regulating facilities. In the construction of 
tracks, excavation of 300,000 cubic yards of earth and rock was re- 
quired. An engine terminal was constructed with round house, ma- 
chine shop, inspection and repair pits, and other necessary features. 

The construction of the west depot was begun in April, 1918. 
Three months later this project, embracing 26 warehouses 50 feet 
wide and from 400 to 500 feet long, and 30 miles of track, was prac- 



ENGINEER SUPPLY AND CONSTRUCTION. 301 

tically complete. A warehouse or two were yet unfinished, some track 
had yet to be ballasted, roads made, transmission lines built, and 
other features added, but the depot personnel for the Air Service, 
Engineer Corps, Medical Corps, and Signal Corps, to whom space 
was assigned, had been installed and had for some time received and 
issued supplies from the depot. All the warehouses built on this 
project were of the wood frame and corrugated iron side and roof 
construction. The initial program called for 33 warehouses with 
an area of approximately 750,000 square feet, but 26 only were con- 
structed, and these proved sufficient up to the armistice. Future in- 
stallation called for 16 more warehouses, increasing the covered stor- 
age area in the west depot alone to over 1,000,000 square feet. 

The mechanical bakery at Is-sur-Tille had a rated capacity of 
800,000 pounds of bread daily, but was capable of an emergency pro- 
duction of 1,000,000 pounds daily. On April 1, 1918, the site was 
bare. On September 1 the establishment was in operation. The 
plans, prepared by the Quartermaster Corps, provided two steel 
truss buildings, 240 by 280 feet, with sides and roof of corru- 
gated iron, and a powerhouse of similar construction, 55 by 125 
feet. All buildings had concrete floors throughout. The plant was 
equipped with electrically driven bakery machiney and with ovens 
built according to the standard British practice in groups of seven, 
so arranged as to lessen the chance of the plant being totally disabled. 
The powerhouse equipment, which was installed with a view to ulti- 
mately supplying all the light and power requirements of the camp 
and depot, as well as the bakery, consisted of two 330-horsepower ver- 
tical water-tube boilers, two turbo-alternators of 500 kilowatt capac- 
ity, together with condensers and other auxiliary machinery. 

Camp Williams was located on higher ground to the north of the 
depots and yards. When the 16th Engineers departed in April the 
camp had been provided with accommodations for 7,000 men, includ- 
ing a well-equipped camp hospital. Additions were made almost con- 
tinuously until, at the time of the cessation of hostilities, accommo- 
dations existed for 532 officers and 15,900 men, with a camp hospital 
of 500 beds. 

Between the two depots were a rest camp, provost-guard camp, 
and prisoner-of-war inclosure, capable of housing in all more than 
3.000 men. The rest camp was further enlarged after the signing of 
the armistice by the construction of numerous barracks and mess 
halls for troops passing through Is-sur-Tille en route to leave areas. 
A large theater, seating 1,800, was erected, supplementing the enter- 
tainment facilities of the' Young Men's Christian Association and 
Red Cross, the buildings for which were also constructed by the En- 
gineers. Light was furnished from two powerhouses equipped with 
110-volt gasoline-electric generating sets. 



302 HISTORICAL REPORT CHIEF ENGINEEB A. E. F. 

Maj. Brehon Somervell was in charge of construction until Novem- 
ber 10, 1918. Maj. W. F. Allison served in his stead until relieved by 
Capt. B. H. Liskow, on November 21. 

POINCOX GAS DEPOT. 

Seventeen miles to the north of Is-sur-Tille, near the village of 
Poincon. was a gas depot, constructed by the Engineers for the Chem- 
ical Warfare Service. Although located at a distance because of the 
dangerous nature of its stores, it was considered as a part of advance 
depot No. 1 at Is-sur-Tille. Two warehouses, 50 by 594 feet,, 
served by 1,000 feet of track, constituted the principal feature of the 
installation. 

Four barracks, powerhouse, bathhouse, and recreation hut were 
provided for the operating personnel. 

MONTOIR DEPOT. 

The depot at Montoir, near St. Nazaire, was second to Gievres 
among the great storage depots of the American Expeditionary 
Forces. On the cessation of hostilities 138 warehouses, with 134 
miles of track, had been constructed on an area of about 4 square 
miles along the Loire. 

As indicated by the progress chart of the Division of Construction 
and Forestry, dated February 1, 1919, the covered storage space then 
at Montoir totaled 3,446,740 square feet, including 1,136,540 square 
feet complete except for the flooring. 

Nearly 14 per cent of the space was provided in four steel ordnance 
warehouses, 240 by 484 to 500 feet, built under contract. The re- 
mainder was the aggregate of both steel and wood frame, corrugated- 
iron covered warehouses of 50 feet width and from 400 to 786 feet 
in length, placed 3 in a row and 11 rows to a section, of which there 
were 4 completed. Each row of warehouses was separated by a clear 
distance of approximately 100 feet, and the intervening space was 
used for open storage, providing 6,926,400 square feet in the four 
sections. The layout provided for two additional sections. Three 
ammunition warehouses were constructed at isolated locations in the 
projected sixth section. The area was bounded and crossed by rail- 
road tracks, forming a parallelogram approximately 1^ by 1^ miles, 
terminating in receiving, classification, and departure yards that 
Formed essential parts of the project. 

( '.imp Montoir, practically an integral part of the depot, where the 
construction and operating personnel lived, occupied a site of about 
50 acres overlooking the depot. Barracks were originally provided 
for 10,000 men and tents for 5,0Q0 more. Following the armistice 
additions capable of housing 10,000 men were authorized for use iri 



WAR OfPARTAf£NT 







ENGINEER SUPPLY AND CONSTRUCTION. 303 



the embarkation of troops. The camp was complete with hospitals, 
storehouses, stables, and other auxiliaries, and was served, in common 
with the other parts of the project, by electric-light and water-supply 
systems, the latter involving the construction of a filtration plant 
with a capacity of 1,000,000 gallons daily. The camp alone possessed 
a sewer line and sewage-disposal plant with Imhoff tank. 

The decision to construct at Montoir a base storage depot followed 
the selection of St. Nazaire as a port of entry, as did also the determi- 
nation to construct the Montoir docks, as explained elsewhere under 
the head of " Ports and docks." Investigations of sites quickly led 
to the selection of the broad river lands as ideal for a depot of the 
magnitude planned. The land was practically flat, although, owing 
to its low elevation, it required a fill of from 18 inches to 2| feet. A 
topographical survey was made, and the track laying was commenced 
by the 17th Engineers (railway) on December 1, 1917, under the 
command of Col. John Stephen Sewell. 

In the earh r stages of construction the available forces were small 
and work proceeded slowly. By the end of January nearly 12 miles 
of track had been laid in the storage yards and one-half of the steel 
frame erected for a standard warehouse. The existing track facili- 
ties were not sufficient to carry the freight from the basins at St. 
Nazaire to the Montoir depot. A double-track connection, approxi- 
mately 1^ miles in length, was therefore started between these two 
points, involving considerable grading and a double-track bridge over 
Brevet Creek. The bridge across this creek was completed and trains 
placed in operation over it on April 23. This was a pile bent bridge, 
with a central wooden truss, with a clear span of 33 feet. In the 
meantime the construction of warehouses had been rushed. In May 
the four ordnance warehouses were nearly completed and were partly 
filled with stores, and 27 other warehouses were ready for use except 
for the sand filling forming the floor. Concrete foundations for a 
dozen others were in place. Tracks were laid for an engine terminal 
and for the storage of coal. A single track was built to Donges, about 
2 miles distant, where sand was obtained by dredging from the river 
bed into barges and pumping through a pipe line to a point where 
the sand was loaded into cars by cranes equipped with clamshell 
buckets. 

The St. Nazaire connection was practically finished in June. By 
the 18th of that month 320,000 square feet of space was occupied by 
completed warehouses and an additional area of 880,000 square feet 
was roofed, but not floored. As a result of the increased Army pro- 
gram great quantities of supplies were being received at St. Nazaire 
and the Quartermaster Corps was placing all material unloaded into 
storage at Montoir. Construction barely kept ahead of the demand. 
In August the entire yard was 36 per cent complete. Camp Mon- 



WAR 0£PARTM£NT 




127071-19. (To face page 303.) 



304 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

toir, including accommodations for 4,000 prisoners of war au- 
thorized only a month before, was practically finished. A water 
supply line was laid from St. Nazaire to serve the camp and engine 
facilities. During September a further big gain was made over 
the demand for space. 

At the time of the armistice the construction forces were com- 
pleting warehouses at the rate of two per day, and had erected the 
following structures: 

Complete : Square feet. 

58 steel warehouses, 50 by 400 feet 1, 160, 000 

12 wood warehouses, 50 by 504 feet 302,400 

3 steel warehouses, 240 by 500 feet 360,000 

1 steel warehouse, 240 by 484 feet 115, 160 

Complete except for flooring: 

9 steel warehouses, 50 by 400 feet 180,000 

1 steel warehouse, 50 by 786 feet 39,300 

54 wood warehouses, 50 by 504 feet 1, 360, 800 

Total 3, 517, 660 

Thus, by these structures 1,937,560 square feet of space was pro- 
vided ready for use and the balance, 1,580,100 square feet, was being 
completed by the addition of floors as fast as required by the various 
services. The first warehouse built had a wooden floor, but lack of 
lumber caused delay, so floors were afterwards formed by unloading 
earth or sand within the warehouses and distributing it with wheel 
scrapers until the floor level was reached, necessitating an average 
fill of about 3 feet. Due to the great carrying capacity of this type 
of floor the amount of tonnage stored in the completed warehouses 
was greater than that which the entire six sections were designed 
to accommodate. Sections 1 and 2 were composed almost entirely 
of steel warehouses. When sections 3 and 4 were constructed the 
availability of timber for framing and corrugated iron for siding 
and roofing caused this form of construction to be substituted. 

The extent and arrangement of the yards are shown on the accom- 
panying general plan of the Montoir project. At the time work was 
stopped 125.8 miles of permanent track and 9.2 miles of temporary 
track had been laid, necessitating the placing of 602 permanent 
switches and 55 temporary switches. Wilgus Yard, located at the 
west of the project and used for the storage of Engineer supplies and 
for transferring and reloading, contained about 6 miles of track 
built of French rail. Elsewhere American 80-pound rail was used. 
Ties were bought from Portugal or produced in France by the 
Engineer forestry units. Sand ballast was used throughout the yards 
and proved very satisfactory. The entire layout was designed to 
secure a continuous movement of cars throughout. 



ENGINEER SUPPLY AND CONSTRUCTION. 



305 



Incoming empty cars were received over the Paris-Orleans Eailway 
in the small westbound receiving yard to the south of the storage 
yards. The cars were pushed over a hump and classified in two yards. 
To one, the westbound departure yard, were shunted those cars des- 
tined for the Montoir docks and for the basins at St. Nazaire ; to the 
other were sent the cars to be taken to the storage yards for loading. 




Loaded cars coming from the docks and from St. Nazaire were 
placed in the eastbound receiving yard, which consisted of nine tracks, 
averaging 2,000 feet in length. At the extremity of this yard was a 
hump, which permitted cars to be distributed either to the large clas- 
sification yard, composed of 20 tracks of 1,600 feet average length 
connecting with the storage tracks, or to the eastbound departure yard, 
127071—19 20 



306 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

composed of 10 tracks, 2,800 feet long, which connected with the tracks 
of the Paris-Orleans Railway at a point about three-fourths mile 
beyond. At the east end of the storage was another small make-up 
and departure yard. 

The engine facilities consisted of an engine house 100 feet by 201 
feet, with six concrete pits, each with a capacity of three large loco- 
motives, and housing a well-equipped machine and blacksmith shop 
capable of making all except the heaviest locomotive repairs; a mod- 
ern power plant was installed, furnishing current for shop operation 
and the lighting of all buildings in the immediate vicinity. Car- 
repair yards were located just to the north of the engine house. 
There were also three water tanks, with a total of 115,000 gallons 
capacity; oil house; eight engine pits; and coal-storage yard with 
coal-handling cranes equipped with clamshell buckets. 

Apart from the storage and yard facilities, the Montoir project 
contained a sawmill and degreasing plant. The sawmill, completed 
at about the time of the armistice, was erected to remanufacture lum- 
ber received from Norway. It was equipped with three band saws, 
capable of sawing 50,000 feet per da3^, one ripsaw, of 12,000 feet daily 
capacity, and a planer, of 15,000 feet daily capacity. The degreasing 
plant, built for the Quartermaster Corps, was completed and placed 
in operation in February, 1919. 

The facilities at Montoir would have been largely increased had 
hostilities continued. The entire project called for 180 warehouses, 
with 4,215,000 square feet of covered storage and 9,812,400 square feet 
of open storage space in the six sections. Three additional ordnance 
warehouses were projected, which, with other additions, increased the 
total projected to approximately 5,500,000 square feet of covered 
storage and 11,000,000 square feet of open storage space. The yard 
facilities contemplated 269.7 miles of track and 1,067 switches. Five 
more 50,000-gallon water tanks were to have been erected at the 
engine terminal. 

The work was in charge, successively, of three section engineers. 
Col. J. S. Sewell, Lieut. Col. W. G. Atwood, and Lieut. Col. F. B. 
Maltby. Throughout the period of construction the 17th Engineers 
were assisted by various organizations, civilians, and prisoners of war 
assigned to the job from time to time. At all times the work was 
seriously handicapped by lack of skilled labor and a permanent per- 
sonnel, as the exigencies of war constantly demanded removal of 
regiments to the advance areas. 

ST. SULPICE DEPOT. 

The base depot at St. Sulpice, 15 miles northeast of Bordeaux and 8 
miles from Bassens, with which it is connected by double tracks of 
the main line of the Paris-Orleans Railway and an American-built 



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ENGINEER SUPPLY AND CONSTRUCTION. 307 

third track, was created to store shipments received at Bordeaux 
and Bassens. It was designed to accommodate supplies for 1,000,000 
men for 30 days. On a trapezoidal tract of land, approximately 3£ 
miles long and three- fourths mile wide, paralleling the tracks, the 
plans contemplated the erection of 111 warehouses 50 by 350 to 500 
feet in size, aggregating 3,263,323 square feet of covered storage, 
with 7,200,000 square feet of open storage, and 152 miles of track. 

The completed facilities consisted of 110 warehouses, whose com- 
bined area was 2,637,350 square feet, 5,700,000 square feet of open 
storage; 92.6 miles of track, with 363 switches; barracks and mess 
halls for several thousand soldiers and prisoners of war; a camp 
hospital with a capacity of 100 beds ; and numerous other structures, 
making a grand total of 630 buildings with a roofed area of 3,222,669 
square feet. In the erection of these 630 buildings more than 
18,000,000 feet b. m. of lumber were used. 

The site at St. Sulpice was almost ideal for such a project, requir- 
ing comparatively little grading and possessing in general a sandy 
top soil that absorbed a good deal of water before becoming muddy 
and soft. On the site were a few buildings and two small settle- 
ments, Colas and Ferreyre. Some of these buildings were torn down 
and others were used for billeting troops and for offices and officers' 
quarters. 

The project was divided into four sections, to be built as required ; 
the need for the fourth section, however, never developed. The gen- 
eral plan consisted of three grids, as the sections were termed, side 
by side, each 800 feet wide. Section 1, the largest, was over 2 miles 
long. Each section was bounded by lead and running tracks and 
crossed by other tracks, along which the warehouses were built in 
rows of three each. The appearance of the layout of each section 
was that of a gridiron distorted into the form of a parallelogram. 
The warehouse rows were separated by a clear distance of 100 feet, 
which provided fire stops and the required open storage. This space 
was served by the same tracks as the adjacent warehouses. The 
original plan contemplated double tracks on either side of each row 
of warehouses, but in no case were these built, double tracks on one 
side, and in some cases single tracks, being sufficient. 

Section 1 contained 51 warehouses; section 2, 36 warehouses; and 
section 3, 18 warehouses. Coal-storage tracks for approximately 
30,000 tons of coal were put in. 

Two principal types of warehouse were employed — those of wood 
construction throughout, with tar-paper roof, and others with wood 
frame with sides and roof of corrugated iron. Floors were built if 
the character of the material to be stored therein demanded them ; 
otherwise dirt floors were provided. A force consisting of 570 Ger- 
man prisoners with 30 American soldiers as foremen was so organ- 



WAR DEPARTMENT 



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308 



HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 



ized that warehouses of the standard 50 feet width were erected at 
the rate of 732 linear feet per day. 

The principal yard facilities, based on the use of standard Ameri- 
can 40-foot cars, consisted of an eastbound receiving yard with 5 
tracks of 50 cars capacity, a hump-combined eastbound and west- 




bound classification yards with a total of 13 tracks of 40 cars ca- 
pacity for both movements, a westbound receiving yard, and an 
eastbound departure yard, each with 10 tracks of 60 cars capacity, 
and a single track, constituting the westbound departure yard, with 
capacity for 55 cars. The facilities named extended in succession 
from west to east between section 1 and the Paris-Orleans tracks, 



ENGINEER SUPPLY AND CONSTRUCTION. 309 

with the exception of the two last-named yards, which were placed 
at the east and west ends of section 1, respectively. 

The track facilities were so laid out that they could be increased 
to maximum without the necessity of tearing out or remodeling work 
already done. 

Trains between Bassens and St. Sulpice, operating on the Ameri- 
can track, ran on a regular schedule, and as many as 25 locomotives 
were used in handling the traffic at times. Engine facilities were 
therefore required at St. Sulpice, although extensive construction of 
this character was not necessary because of a similar installation at 
' Bassens. There were constructed a machine shop, with 3,000 square 
feet of space ; an engine and boiler house, 2,800 square feet in area ; 
car repair shop ; two 50,000-gallon water tanks ; tool house, oil house ; 
R. T. O. offices; coaling platform; inspection and ash pits. 

The housing needs at St. Sulpice were diverse. Barracks and mess 
halls for several units and a well-equipped camp hospital were con- 
structed. The tabulation below indicates the character and extent of 
these provisions : • ':' 

Square feet. 

Camp for construction and operating personnel, 195 barracks and mess 

halls 319,788 

Prisoner-of-war camp for 6 companies of prisoners and 4 escort com- 
panies 118,778 

American military prison camp No. 1 22,441 

Camp hospital, 400 beds 50,713. 



532, 686 



Owing to the level character of the land and the network of tracks 
drainage was difficult. The difference in elevation between the high- 
est and lowest points of the project was but 14 feet, and the average 
level of the warehouse district was 4 feet above the lowest point. 
Following closely the natural drainage lines, a main drainage canal 
85 square feet in cross section and 6,020 feet long was dug which 
carried the bulk of the run-off. Tributary to this canal were small, 
ditches which drained all parts of the warehouse district and the 
camp. Independent ditches carried off water from areas which it 
was not possible to drain to the main canal. The aggregate length of 
these secondary ditches was over 60 miles. Over one-half of the sec- 
ondary system made use of old ditches which were cleaned and 
enlarged. The remainder represented new construction. 

Two principal wells were drilled, one having a depth of 810 feet 
and the other a depth of 310 feet. 

For the disposal of garbage and excreta from the camp a small 
dock was built on the Dordogne River, a distance of about 1£ miles 
from the camp. 






310 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



The project was designed to be served mainly by rail, but it became 
necessary to construct roads to an extent not originally contemplated. 
The area was surrounded by good roads and several crossed it. A 
total of 3.55 miles of existing roads were widened, repaired, and im- 
proved and 3.89 miles were newly constructed. With few excep- 



, mm • ■ 





tions, gravel was used as the road metal. A turning space, 3,020 
square feet in area, and a road, 12 feet wide and 255 feet long, both 
of concrete, were constructed at the garbage dock. A motor recep- 
tion park, containing 9,000 square feet of space, with car wash stand 
and other accessories, was completed. In connection with the con- 
struction of roads, 101 grade crossings and 8 bridges, one of which 



ENGINEER SUPPLY AND CONSTRUCTION. 311 

was a masonry arch, were built. The roads serving the project were 
built under traffic and rolled with simple concrete rollers made on the 
job. 

Engineer troops, Negro service battalions, Infantry, Indo-Chinese, 
civilians, and prisoners of war were represented in the labor em- 
ployed, which, for a period in October, 1918, at the time of greatest 
activity, numbered more than 5,000 men. Engineer troops were 
used generally for supervision and for skilled labor, such as steam 
shovel operation and pile driving. Track gangs were also formed 
from Engineer personnel and labor battalions, due to their previous 
experience. Line troops were found to do very good work under ex- 
perienced direction. Negro service troops were used on practically 
all types of construction and were valuable. 

Indo-Chinese on simple tasks were fairly satisfactory. They were 
not fitted for heavy work, but their cost to the United States was no 
greater in proportion to the work done than line troops. German 
prisoners of war, when properly organized and placed on work where 
they were not too crowded, turned out as much, if not more, work 
than the ordinary soldier. On buildings they were found to be ex- 
cellent when employed under their own noncommissioned officers. 
The employment of civilians, who were used largely on contract con- 
struction, was not a success. The working of civilian laborers and 
soldiers together engendered bad feeling. 

When the final inventory was taken it was found that to com- 
plete the project as originally designed — warehouses, tracks, camps, 
roads, everything, in fact, necessary to provide storage for a 30-day 
supply for 1,000,000 men — required roughly 1,000,000 man-days of 
labor. Twenty complete steel warehouses required about one man- 
day for 6^ square feet, whereas warehouses 50 by 500 feet, with dirt 
floors, wooden frame, corrugated iron sides and roof, required for 
erection one man-day for about 30 square feet. 

Experience proved that an ideal force to construct a project of 
like magnitude under similar conditions would be three Engineer 
companies, 12 Negro labor companies, and a grading outfit of about 
100 teams, supplemented by the necessary Infantry for guard duty. 
Prisoners of war might be substituted for labor troops in part, but 
not entirely, since they are not so mobile, due to the necessity of 
guarding them. With such a force the work could have been done 
faster than it actually was, at the same time using fewer troops. 

The first plan for the project was dater October 1, 1917. The 
layout was substantially changed, however, by a plan issued Decem- 
ber 12, 1917. Construction was started soon thereafter by details 
from Company B, 18th Engineers (railway), under Capt. B. J. 
Simmons, who remained as engineer in charge of construction, under 
Col. J. B. Cavanaugh, section engineer, base section No. 2, until 



312 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

June 16, 1918. The usual difficulties incident to the shortage of 
materials and labor were encountered and work proceeded slowly 
until March, 1918. 

On March 8 the director of construction and forestry directed that 
the buildings at St. Sulpice be completed with the least possible 
delay, regardless of other work. At that time, while considerable 
yard and camp construction had been done, no warehouses were 
erected. Assignment of Infantry troops to the job was made by 
the commanding general, base section No. 2, increasing the labor to 
800 men. On April 1, three weeks later, 8 warehouses, whose aggre- 
gate length exceeded 1 mile, were complete except for doors and 
battens, 14 were roofed and usable, and 18 in all were under con- 
struction. Lumber was being used at the rate of 135,000 feet b. in. 
a day. At no time were any of the essential operations of the war 
held up by the lack of facilities at St. Sulpice. 

The 18th Engineers were relieved by the 32d Engineers on July 
15, 1918. Maj. C. C. Fitzgerald, of the latter regiment, became 
officer in charge of construction on August 24 and pushed the project 
through to completion. 

MONTIERCHAUME DEPOT. 

Montierchaume was selected in September, 1917, as a site for the 
erection of a depot to provide space for a part of the 30 days' reserve 
to be held in the intermediate section and to which supplies landed 
at Bassens and St. Nazaire and Marseille could conveniently be evac- 
uated, since it was apparent that the ground available at Gievres 
would not permit of the extension of facilities to the degree required. 
Located near the end of the division run from Bassens to Issoudun, 
it also afforded an excellent location for an engine terminal and car 
repair facilities. Authorization to commence construction was given 
on April 15, 1918. Five months later, on September 26, construction 
had progressed so that the depot was ready to receive incoming 
shipments, and the chief quartermaster began operations. 

Originally designed to store 30 days' supplies for 1,000,000 men 
and to provide extensive track and engine facilities, the storage 
depot project at this point in the intermediate section (west) was 
30 per cent complete and had begun operating when hostilities 
ceased. 

The project extended for about 5 miles along the double-tracked 
main line of the Paris-Orleans Railway from Bordeaux to Bourges. 
Trains from the ports entered by the eastbound receiving yard. Be- 
yond the receiving yard were the eastbound classification and de- 
parture yards. These terminated at an acute angle of an elongated 
parallelogram of tracks nearly 1^ miles on a side which inclosed the 



WAR DEPARTMENT 




ENGINEER SUPPLY AND CONSTRUCTION. 313 



storage area. Down either side of the parallelogram and thence by 
lateral tracks the cars passed to the warehouses and open storage 
areas. The plans provided for four sections, each with 14 rows of 
three warehouses each. As constructed, however, no section was com- 
plete, but each possessed a number of rows of from one to three ware- 
houses each. The apex of the tracks forming the opposite acute angle 
of the parallelogram in the village of Neuvy-Pailloux, where the 
trains, eastward-bound with supplies for the front, emerged from the 

: depot upon the main line. 

The construction authorized included 216 miles of track, 4,000,000 
square feet of covered storage, and 200 acres of open storage space. 
There were constructed 49^ miles of track and 55 standard ware- 
houses, providing 1,214,000 square feet of covered storage. Scat- 
tered over the area were eight camps, including one inclosure for 
450 prisoners of war, aggregating 500,000 square feet of barracks. 

Engine house, oil house, inspection pits, ash pits, and the necessary 
tracks were built for the engine terminal. Pumps and approxi- 
mately 5 miles of pipe were installed for delivering water from the 
River Indre to the engines. About 1 mile of track was laid and the 

■- adjacent ground graded to provide storage for 50,000 tons of coal. 

Work had also been started on the construction of gasoline storage 

tanks for the Motor Transport Corps. One large building, 90 by 

270 feet, nine barracks and one small building were erected for the 

Gas Service gas-mask repair factory. Two and one-half miles of 

;: track had been laid and 30,244 square feet of barracks built at Neuvy- 
Pailloux at the site of the projected Anglo-American Tank Division 

\ factory. 

' The depot was effectively utilized after the armistice for receiving 
and classifying great quantities of surplus supplies and salvage from 
the construction projects and from the zone of the armies. This 
necessitated the construction of a considerable mileage of track after 
the armistice. 
The project was constructed under the direction of Col. Ernest 

I Graves and Col. S. B. Williamson, who, in turn, occupied the post 

: of section engineer, intermediate section (west) and was in im- 

i mediate charge of Maj. George E. A. Fairley, of the 511th Engineers, 
from April 5 to June 5. Lieut. Col. Frederick B. Kerr, 23d Engi- 
neers, was in charge from June 5 to October 18, and Maj. Fairley 
again from October 18 until construction was terminated. 

1 Various Engineer regiments, Italian laborers, and German prison- 
ers were employed on the work from time to time. Of the regiments, 
the 511th, 23d, 25th, and 11th Engineers deserve mention for their 
share in the accomplishment, especially the first named, which served 
throughout the construction period. 



WAR DEPARTMENT 



CORPS OF ENGINEERS U.S. ARMY 




314 HISTORICAL. REPORT CHIEF ENGINEER A. E. E. 

LIFFOL-LE-GRAXD REGULATING STATION. 

Liffol-le-Grand in the Department of Vosges, in the advance sec- 
tion, Service of Supply, was 30 miles from the American front. 
Here to supplement the facilities at Is-sur-Tille, was constructed a 
regulating station with 45 miles of track, a storage depot with 18 
standard warehouses, engine terminal, bakery buildings, and accom- 
modations for the shelter of 4.000 men. thus placing it among the 
more important of the supply distribution centers created for the 
American Expeditionary Forces. 

The construction at Liffol-le-Grand was approved by the com- 
mander in chief on December 10, 1917, but the necessity of securing 
the consent of the French to various features of the layout and other 
reasons, delayed the beginning of construction until April 10, 1918, 
when a detachment of the 15th Engineers (railway) under charge 
of Lieut. Col. C. W. Sturtevant began work. The plans adopted in 
conformity with the wishes of the French placed the yard on waste 
land, much of which was swampy, thus complicating construction. 
Shortage of cars and equipment also imposed restrictions. Under 
these difficulties, work proceeded until the middle of June. 

On June IT the head of the French mission at general headquar- 
ters advised that since the beginning of the enemy offensive French 
regulating stations near the front had been bombed from the air and 
that it had been necessary to transfer supplies further to the rear. 
He questioned, therefore, the advisability of building storehouses or 
making important installations at Liffol-le-Grand. Accordingly, on 
June 20, it was decided that no warehouses were to be constructed 
at that time and track work was to be reduced to a minimum. 

By August 10 the danger which had caused the reduction of the 
construction was considerably lessened and work on the original proj- 
ect was resumed. Offensive operations by the American Army were 
impending and the facilities at Liffol-le-Grand were urgently needed. 
Instructions were received that the work " be given special attention 
and everything possible be done to make this project ready to func- 
tion." As a result, on October 12 the yards, with accommodations 
for 1,800 cars, were opened for service. During October many of 
the main features were practically completed and the station gave 
valuable assistance to the major operations in which the Army en- 
gaged. 

Fifty-seven miles of track were authorized in the yards, engine 
terminal, and storage depot, The 45 miles laid, therefore, repre- 
sented 79 per cent completion. The facilities for the regulating sta- 
tion proper consisted of receiving, classification, and departure yards 
with a total of 26 miles of track. The project was situated adjacent 
to the double track Xeufchateau-Chaumont line of Est Railway, con- 



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CORPS OF ENGINEERS US. ARMY 



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BuMngs &s% comphte* 
Buildings jo% completed 
Buildings ?S% Corhp/eteJ 
Buildings completed r 
Sewer (inea faceted 
Sewer tines started 
Sewer tmes completed 
Water lines faceted 
Water tinea started 
Wafer tines completed 
Gas lines located 
Gas tines smarted 
Gas lines completed 
Ro'eds located 
Qoads -started 
Roads completed 
Railroads located 
Railroads oraded 
Railroads completed 
*%>wer and tight lines focafed 
Power and tfght lines started 
Power and l.ohr hnes completed 
E/JShrro &u,/<J,n g s not port of 
project 



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DlR OF CONST AND FOR 

S.O.U -3.0.S.AEF 

UFFOL LE GRAND 

REGULATING STATION 

PROGRESS REPORT MAP 



Traced by N. C 
Checked tyffi 
Submitted 



127071— 19. (To face page 314.) 



ENGINEER SUPPLY AND CONSTRUCTION. 315 

nection with which was effected by a double track lead at the south 
end of the yard. A small amount of track construction was done 
after the armistice to facilitate the dispatch of supplies to the Army 
of Occupation and to the troops in the forward areas. 

The project embraced 208 buildings, whose area was 525,000 square 
feet. The bulk of this space was in 18 warehouses, 48 by 400 and 
500 feet, with an area of 407,904 square feet, comprising the storage 
depot. All the warehouses authorized were erected. About 12 miles 
of tracks were laid in the depot, serving all the warehouses and 
584,000 square feet of open storage space. Sixty-five barracks, 25 by 
100 feet, were erected to house the construction and operation per- 
sonnel. The bakery called for 8 buildings, 75 by 125 feet, for field 
bakeries with an output of 275,000 pounds of bread daily, 15 barracks 
for the personnel, and 5,000 feet of track. All these facilities were 
completed. 

Necessarily the engine facilities at Liffol-le-Grand were large. A 
building, 75 by 300 feet, capable of accommodating 12 locomotives 
and a well-equipped machine shop, was constructed. All machines 
were driven by individual electric motors from power furnished by 
two 50-kilowatt direct-current 220-volt generators, direct connected 
to steam engines. Current was supplied from the same source for 
lighting purposes. Two 50,000-gallon water tanks were erected, 
which largely supplied the engine terminal. Into these tanks water 
was pumped from six wells, varying in depth from 230 feet to 758 
feet. The yard had 6 tracks for engine storage, 2 ash pits, and 2 
inspection pits. Approximately 7 miles of track were laid for all 
purposes within the terminal. 

Lieut. Col. C. W. Sturtevant was in charge of construction on 
March 21, 1918, and remained until November 17, 1918. In addition 
to companies D and E and Headquarters Detachment, 15th Engi- 
neers (railway), various labor battalions, numbers of French, Portu- 
gese, and Chinese laborers and prisoners of war were employed for 
varying periods in the construction of the depot. Maj. George 
Taylor relieved Col. Sturtevant and was in charge until January 20, 
1919, when he was succeeded by Capt. Starr Thayer. 

MIRAMAS DEPOT. 

The depot at Miramas, near Marseille, in base section No. 6, in- 
volved no warehouse construction, since it was possible to lease from 
the French 401,948 square feet of covered storage space, which 
proved sufficient for the needs of the American Expeditionary 
Forces at that point. Some incidental construction was necessary, 
however, to enable this depot to function. Approximately 5.8 miles 
of track was laid in the form of yards, involving the construction of 



316 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

four bridges. For the operating personnel 15 barracks were erected' 
and a prisoner-of-war inclosure completed. 

ST. LUCE DEPOT. 

At St. Luce, on the outskirts of Nantes, in base section No. 1, a 
small depot to store supplies received at the port of Nantes was 
constructed under the direction of the section engineer. The author- 
ized construction involved 102,935 feet of track, 89 switches, 265,000 
cubic yards of grading, engine facilities, 12 warehouses with a 
floored area of 244,000 square feet, a camp of 17 barracks, and 1 
prisoner-of-war inclosure for 450 men. 

Grading was commenced by a French contractor in December, 
1917. In April, 1918, American troops were assigned to the job and 
work progressed more rapidly. When construction was stopped by 
the cessation of hostilities 45,925 feet of track had been laid, 57 
switches installed, 11 warehouses giving 199,200 square feet of 
covered storage space erected, and the camp and prisoner-of-war 
inclosure completed. 

AIGREFEUILLE DEPOT. 

The project at Aigrefeuille, in base section No. 7, was authorized 
for the purpose of creating a storage and railroad yard at a con- 
venient point where all classes of material received at the ports of 
La Pallice, La Eochelle, and Eochefort could be stored or prepared 
for shipment to the front. In addition to the storage provisions, 
included in the construction program were an engine terminal 
capable of repair and storage as well as the usual roundhouse work, 
camp, and prisoner-of-war inclosure. 

When construction ceased 3 large warehouses and 1 small one 
were completed, giving 80,000 square feet of space. Camp facilities, 
including a camp hospital, for 2,000 men were provided. Seven 
miles of track was laid. It is of interest to note that of 112 buildings, 
large and small, in the project 104 were constructed mainly from 
salvaged lumber obtained from packing boxes and crates at the 
car erecting plant at La Eochelle. 

ORDNANCE DEPOT AND SHOPS AT MEHUN. 

Two projects were constructed by the Engineers at Mehun-sur- 
Yevre. Between Mehun and Foecy was located intermediate ord- 
nance ammunition depot No. 4, while south of the city were the 
ordnance machine shops. 

The ammunition depot consisted of 8 warehouses, 7 of wood and 1 
of. steel, each 50 by 1,008 feet, with corrugated iron and sides, and 
the facilities necessary for their operation, including 13 fuse houses, 
38 barracks, a guardhouse, blacksmith shop, carpenter shop, garage, 



ENGINEER SUPPLY AND CONSTRUCTION. 



317 



[3 bathhouses, stable hospital barrack, and an ample water-supply 
system. The total covered storage amounted to 409,823 square feet, 
and to serve the warehouses 54,530 feet of track were laid. This 
project was completed and in operation for some time before the 
.armistice. 




tThe ordnance machine shops were all of steel. Owing to scarcity 
f materials in France not only the structural steel, amounting to 
50,000 tons, but the cranes, power equipment, lighting fixtures, and 
window glass were shipped from America, and this necessitated an 
accurate and minute estimate of the supplies needed. 

Designs for the steel-frame buildings, some of them 500 or 600 
feet long and about 250 feet wide, were prepared by the firm of Stone 



318 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

£ Webster, and such a degree of standardization was effected that 
only 148 different pieces, inclusive of the smallest parts, were re- 
quired. Throughout the project all the columns were of one length, 
the roof slope of the warehouses being obtained by varying the 
height of the concrete footings and that of the shops by setting at 
the proper elevations light extensions of the main columns. Con- 
struction was so simplified that it afforded no serious difficulties to 
the unskilled troops who did the work. 

In January, 1918, the 501st Engineers, under command of Maj 
Woolsey Finnell, was assigned to the work and began preliminary 
operations, such as surveys and grading. Thereafter, in spite oi 
difficulties due to absence of switch engines, to lack of cranes and 
other equipment, and to unfavorable weather, as well as to actual 
shortage of building materials, the work was pressed vigorously, so 
that when the cessation of hostilities intervened, more than a million 
square feet of floor space had been covered. The buildings which! 
had been completed included a forge and foundry shop, carriage 
shop, machine shop, carriage assembly shop, reamer shop, trans- 
former building, gun shop, paint shop, administration building, and 
two warehouses. An additional gun shop, an acetylene plant, a com- 
pressor building, and one more warehouse were under construction. 
Moreover, the completed buildings were equipped with cranes, lathes, 
drills, and every sort of machinery for the construction and repair 
of ordnance and provided with sufficient electric power. Water was 
piped from a pumping station at the Canal du Berry. Trackage to 
the extent of 36,750 feet had been laid and surfaced and barracks 
had been put up to house the constructing and operating troops. As 
a result the project was complete enough to be in efficient operation. 

Included in the auxiliary construction was the building of a 30,000- 
volt, high-tension power line from the city of Bourges, 8 miles away. 
The power required far exceeded the amount which could be fur- 
nished by an existing French plant and to make up the deficiency, 
five 250-horsepower boilers and three steam turbines were installed. 
The power line was put up by practically inexperienced men, but to 
Company B of the 38th Engineers is due the credit for the more 
difficult technical work at the plant, including the setting up of hun- 
dreds of motors, the installation of a lighting system, and the erection 
of six transformer plants. 

ST. LOUBES AMMUNITION DEPOT. 

The St. Loubes ammunition depot in base section No. 2 was located 
on the Dordogne River about 2 miles from St. Sulpice, with which it 
was connected by the American-built third track from Bassens to 
St. Sulpice, paralleling the double tracks of the Paris-Orleans Rail- 
way. This depot was constructed for the receipt, classification, stor- 










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■ 






VJAR PEPARTMENT. 



U.S. /?f?MY. 




LEGEND 

8V'~OI*QS e.Ef COATPLETCO 
atr/LOir/as a-o 70 Completed 
SuiLo/rJOS T&ir» COrtPLETEO 

e<//L d/a/os cos*pleteo 

■SEWER L.IAIES LOCATATO 
SEWER i/«K STARTEO 
SEWB.R LIMES COMPLETE, a 
WATER Z.//VM LOCATED 
•WATER L/AJES STARTED 
WATER L.//VES COMPLETED 
CAS LfA/ES LOCATE a 

gas l./wes started 
cas l.//ves completed 

&oaos located 
roaob started 
poaos completed 

sta/lroaos locate o __ . 

pa/lpoaos G&Aaero 

RAIL.ROAOS COMPLETEO ___^___ 

POWER AAID L'0/¥T LIA/ES LOCATEO p 

POWER AWO L/Cf/T L/AfES &7MRTEO' p 

<°OW£R AA/O L/CRT L/A/ES COS*A*L,ET£0 p 



ri Of 



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if Const, and For. 
\C.Er S.aS./I.E.F 

ST. LOUBES. 

AMMUN/T/ON DEPOT 
9ESS FEPOKT MAP. 



E*'ST/AJG AtU/LO/A/g-S MOI 
O A- PR OJ £LCT- 



zaazzzsz2znu 



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127(171—19. (To face page 319.) 



3d 



focommencMcJ 



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'£a(QorJodwin 
£"9 Gen. U.S.A. 



Trans mtifh ItKer of 
irufors'f 1919 



ENGINEER SUPPLY AND CONSTRUCTION. 319 

age, and shipment of ammunition and high explosives. The facilities 
consisted of a lighterage dock 750 feet long, 14 sorting sheds, and 
storage warehouses with an area of 294,500 square feet, with the 
necessary trackage. The lighterage dock is considered in detail else- 
where under the head of " Ports and docks," and therefore the stor- 
age facilities alone are described. 

The depot was constructed on a flat area between the Dordogne 
River and the Paris-Orleans Railway, approximately 4J by 1 mile, 
containing 1,304 acres, almost equally divided between meadows and 
vineyards and traversed in all directions by drainage ditches. The 
area lay for the most part at an elevation of about 5 feet below high 
tide in the river. Dikes along the river bank prevented inundation, 
while tide gates in the drainage ditches enabled these to function 
properly. 

Fourteen sorting or classifiction platforms were built at an angle 
of 39 degrees with the dock and a short distance therefrom. These 
platforms were supported on posts. Each was 18 feet wide and 300 
feet long and depressed 3 inches at mid-width. A roof of corrugated 
i iron 13 feet wide and 7 feet high at the eaves was placed centrally 
over each platform, providing approximately 75,000 square feet of 
covered storage. On one side of each platform was a line of meter- 
gauge track, while on the opposite side was standard-gauge stub 
track which communicated with a single track leading to the storage 
area. 

The plans for the storage depot proper provided for 36 warehouses, 
50 by 300 feet, with wood frame and corrugated-iron sides and roof, 
founded on earth fills, and spaced at a minimum distance of 300 feet. 
They were to be placed on spur tracks, turning out practically in the 
center of the project from the central track running from the classi- 
fication platforms to the Bassens-St. Sulpice third track. Reverse 
curves, turning out on a curvature of 9 degrees 30 minutes, were 
utilized on four of the spurs which extended toward the river in 
parallel lines spaced 1,200 feet apart. Two other spurs, turning out 
on the same curvature, curved through approximately 180 degrees, 
making the project practically symmetrical with respect to the cen- 
tral track. Between these two spurs a nine-track classification yard, 
with capacity for 450 standard American cars, was contemplated, of 
which five tracks were actually built. The accompanying plan indi- 
cates the type of layout. The project called for 17 miles of track, of 
which 14 miles were built. 

Nineteen warehouses were completed, giving an area of 294,500 
square feet. 

The first unit of a system of barracks to accommodate 1,000 men 
of the operating personnel was started. Barrack buildings and mess 
halls were of standard design and construction. 






W/IR PEPfJRTMENT. 



CORPS or ENGINEERS, US. /TRMY. 





e. ranlra I O COO Gat. 



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LEGEND 



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127071—10. (To face page 319.) 



320 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

The project was begun in June, 1918, and was about 90 per cent) 
complete when further construction ceased on November 15. Thtj 
completed portions had been in successful operation for the preceding) 
two months. 

ISSOUDUN AMMUNITION DEPOT. 



,\\ 



For the storage of small-arms ammunition a depot with 446,60C 
square feet of covered storage space was constructed at a point 4|S 
miles east of Issoudun, in the intermediate section, west, connecting 
with the Bourges branch of the Paris-Orleans Kailway. The project, 
begun in June, 1918, was practically completed by November 11, and 
ammunition had for some time been received and stored. Except for 
demountable barracks housing the personnel, little material obtained 
directly from the French entered into the construction of the depot 
American track material and fittings were used and the corrugated 
iron covering the warehouses was brought from the United States 
The ties, poles, and lumber used were produced by the Engineer 
forestry troops. 

The approved plan called for 31 warehouses, 50 by 308 feet, of 
which 29 were completed before construction was halted. These were 
of the standard wood-frame and corrugated-iron construction and 
similar to those erected at St. Loubes for ammunition storage, except 
that the roof and but one bay at each end were covered with corru 
gated iron. The material stored was further protected by canvas 
coverings. The buildings were located with sufficient space between 
them to reduce the fire hazard and danger from possible explosions 
to a minimum. 

The railroad tracks were located to conform to the contour of the 
ground as far as possible, thus reducing grading to a minimum. A 
total of 56,200 linear feet or 10.6 miles of track were laid and bal- 
lasted with dirt, no cinders or gravel being obtainable. Except four 
of the nine storage tracks, practically all the trackage authorized was 
constructed. A locomotive coaling platform and water-supply facili- 
ties, furnishing 28,800 gallons of water every 24 hours, for both loco- 
motive and camp use, were constructed. Nearly a mile of road was 
graded and surfaced. 

JONOHERY AMMUNITION DEPOT. 

Advance ordnance depot No. 4, as the depot at Jonchery was desig- 
nated, supplied all munitions of certain types for the First and 
Second Armies. 

The original plans provided for 10 large munition warehouses, 3 
large pyrotechnic houses, 20 grenade huts, and 3 fuse houses. Con- 
struction was begun in October, 1917, by detachments from the 15th 
Engineers, railway, and in July, 1918, the facilities named were 
largely completed. To meet the constantly increasing demands, ex- 



tensions were authorized and partially completed before the cessation 
pf hostilities, so that the total covered storage space provided was 
i|306,400 square feet. The open storage space occupied was 325,000 
square feet. 

The project was served by 28.8 miles of track, involving 120 
switches and 6 crossings. Barracks with 112,000 square feet of space 



ENGINEER SUPPLY AND CONSTRUCTION. 



321 




rere erected and the whole served with extensive water supply, tele- 
»hone, and electric light facilities, all of these installations being 
lade by the Engineers. 



DOCK STORAGE. 



At practically all ports used by the American Expeditionary Forces 
j was essential to have on the docks sheds or warehouses in which 
127071—19 21 



322 



HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 



the supplies unloaded from the adjacent vessels could be classified 
and, if necessary, stored until they could be dispatched to depots or 
to the front. At several ports it was possible to lease from the 
French suitable warehouses with sufficient space, but at the princi- 
pal ports the required space was secured wholly or in part by new 
construction. 

All the storage at American Bassens was newly constructed, being 
built as an integral part of the docks, which are described elsewhere 
under the section " Ports and docks." The classification sheds at 
St. Loubes were, as has already been indicated, of new construction. 
Over two-thirds of the dock storage at St. Nazaire, Brest, and Eoche- 
fort and one-half of that at Nantes was constructed by United States 
forces. At the other ports leased space was largely used. The tabu- 
lation below indicates the space ready for occupancy and occupied on 
February 1, 1919, on which date the storage facilities throughout 
France were approximately at a maximum. The construction of 
three berths of the Montoir dock, however, resulted in the comple- 
tion of 65,000 square feet of dock storage at that point after Feb- 
ruary 1, 1919. 

Dock covered storage space. 



Base section. 


Ready for 

occupancy 

(square 

feet). 


Occupied 

(square 

feet). 


No. 1: 


350, 163 
305, 938 


350, 163 




190,388 








656, 101 


540,551 






No. 2: 


519,499 

501, 692 

75,852 


383,699 




501,692 




21, 785 








1,097,043 


907, 176 






No. 4: 


199,800 
20,000 


199,800 




20,000 






219, 800 


219,800 








178, 971 
674, 295 


78,271 




674, 295 






No. 7: 


31,300 
170, 928 


31,300 
170, 928 










202, 228 


202, 228 








3, 028, 438 


2,622,321 







At those ports where it was necessary to erect warehouses, struc- 
tures of the usual wood frame, corrugated-iron type were generally 
constructed, varying in dimensions, however, according to conditions. 
At Bassens, for example, eight classification sheds were commenced 
in January, 1918. These consisted of six sheds 66 by 204 feet, one 



ENGINEER SUPPLY AND CONSTRUCTION. 323 

66 by 312 feet, and one of two stories, 66 by 312 feet, built on concrete 
floors and alternating with an equal area of open storage. Beside 
them were depressed tracks, on the inshore side of which four addi- 
tional warehouses, begun in May and finished in October, 1918, were 
constructed. One was 100 by 1,358 feet, one was 100 by 602 feet, 
and two were 100 by 294 feet. All were provided with a 6-inch con- 
crete floor on a sand fill, with a timber and pile bulkhead on both 
sides. 

MISCELLANEOUS STORAGE. 

Under the head of miscellaneous storage were classified those 
facilities provided at dozens of camps, hospitals, schools, and other 
points scattered over France where concentrations of troops necessi- 
tated the provision of storage space to meet local needs. While 
much of this space was in buildings leased from the French, at some 
camps and hospital centers warehouses of the same type and as 
large as those in storage depots were constructed. The subject pre- 
sents no new features and, for the purpose of this report, it is suffi- 
cient to include only the tabulation below, the figures for which are 
taken from the progress report of the director of construction and 
forestry, dated February 1, 1919, covering 80 projects then in use: 

Ready for occupancy 
(square feet). 

Base sections 1,528,915 

Intermediate section 1.717,318 

Advance section 611,459 

Total 3,857,692 

PLANS HALTED BY ARMISTICE. 

Had hostilities continued the depot covered storage space approved 
for construction under existing plans, together with that already 
constructed, would have sufficed to store 45 days' supplies for over 
5,000,000 men. Dock and miscellaneous storage would have been 
increased on a proportionate scale. 

Provision had been made for extensions at all the large depots. 
These extensions represented the bulk of the proposed increase. 
Small ammunition depots were also proposed at Donges, in base 
section No. 1, and at Le Cors, in the intermediate section. 

On November 14, 1918, immediately after the signing of the armi- 
stice, General Orders, No. 54, issued from headquarters, Service of 
Supply, made sweeping reductions in the construction program of 
the division of construction and forestry, eliminating those features 
for which the need no longer existed. The effect of this order and of 
supplementary cancellations was to reduce the covered storage space 
authorized for construction by the amounts quoted below. These 



324 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

figures show the magnitude of the extensions that had been con- 
templated: Depot storage, 12,050,640 square feet; dock storage, 
1,245,345 square feet; and miscellaneous storage, 716,285 square feet. 

REFERENCE DATA, STORAGE DEPOTS. 

_ _ _ _ _, Appendix number 

Report, D. C. & F. to C. G., S. O. S. (through C. E.). or file reference. 

March 12, 1919 Appendix No. 40. 

Project Reports of section enginers Appendix No. 43-~>2. incl. 

Monthly reports and histories : 

15th Engineers (railway) Appendix No. R-15. 

16th Engineers (railway) Appendix No. R-16. 

17th Engineers (railway) Appendix No. R-17. 

18th Engineers (railway) Appendix No. R-18. 

Monthly progress charts, D. C. & F D. C. & F. Files. 

Descriptive tabulation, warehouses (drawing) D. C. & 1". (9188-44.) 

Hospital Construction. 

By the construction of 7,700 hospital barracks, equivalent to 127 
miles of ward buildings, and the acquisition and alteration of exist- 
ing French buildings, bed space for 280,000 patients, or 14.2 per cent 
of the total strength of the American Expeditionary Forces, had 
been provided at the time of the armistice; 139,000 beds were in 
French buildings, while 141,000 beds, more than half of the total, 
represented new construction. Reference to the accompanying tabu- 
lation shows that the maximum number of beds occupied by the sick, 
wounded, and convalescent, never exceeded 10 per cent of the Ameri- 
can Expeditionary Forces, and that the available bed space, since the 
first week in July, was always 50,000 beds in excess of the number of 
beds occupied, although tent age for crisis expansion and operating 
personnel were not provided in sufficient numbers to match the bed 
space provided by construction. 

For single barracks at camps serving as infirmaries, capable of 
caring for only a small number of patients, hospital projects were 
developed ranging in magnitude to those at Mars, Mesves, Savenay, 
and Beau Desert, hospital centers of 20,000 beds capacity, subject to 
100 per cent crisis expansion, together with quarters for an operat- 
ing personnel of 700 officers, 2,000 nurses, 5,000 enlisted men, and a 
convalescent camp for 4,000. Hospital construction extended over 
the whole of France and across the Channel to England, as shown by 
the accompanying chart. 

In August, 1917, instructions were issued to provide for hospitali- 
zation on the line of communications for 300,000 men. During the 
following month nine French hospitals were taken over and each 
formed the nucleus of a hospital center, the original 6,000-bed 
capacity of these buildings being developed to 34,800 beds. It was 
found impossible to obtain many existing hospitals from the French, 



ENGINEER SUPPLY AND CONSTRUCTION. 325 

so that preparations were made to construct a large number of bar- 
rack hospitals. Authorization had been given, tentatively, to pro- 
vide hospitalization for 10 per cent of the strength of the American 
Expeditionary Forces. In its main aspects, the problem was one of 
quantity production — of establishing at widely separated points 
hospitals of capacities varying from 300 to 20,000. The time ele- 
ment was all important and the only solution lay in standardization, 
the result being the production of "tj^pe" plans. The experiences 
of both the French and British were freely consulted, and much 
attention was given in the preparation of the plans to economy of 
materials and personnel. For further economy in personnel, ad- 
ministration, and supply, hospitals were grouped, so far as local con- 
ditions would permit, into centers of hospitalization. 

The principal set of type plans was for a 1,000-bed hospital unit 
known as type "A," and embodied the general arrangement and 
structural details necessary to enable the men in the field to proceed 
with the work without further extensive directions. The large hos- 
pital centers were developed in multiples of the 1,000-bed type "A" 
unit. A second set of plans for a 300-bed camp hospital or type " B " 
unit was based on the use of standard demountable barracks 20 by 
100 feet. In the type "A" units, however, the ward buildings were 
usually 20 by 160 feet. When it was discovered that demountable 
buildings could not be obtained in sufficient quantity to keep pace 
with the hospital program, hospital wards 36 by 156 feet, accom- 
modating 100 patients, were developed and extensively used. In the 
type "A" units there was, in addition to the barrack wards, provi- 
sion for tent age for 1,000 beds in case of emergency. 

FIRST WORK BY COX TRACT. 

French contractors were at first in a better position to secure mate- 
rials and labor than the American Expeditionary Forces and con- 
tracts for construction were accordingly made where possible. This 
advantage, however, steadily decreased until the summer of 1918, 
when American forces obtained access to all markets for material, 
while at the same time it became correspondingly difficult for con- 
tractors to get labor and material and to obtain transportation. 
Most of the hospital buildings were constructed of lumber, but in 
some cases light masonry walls and concrete floors were used. Prac- 
tically all the labor in the advance section, due to its location in the. 
French Zone des Armees, was done by troops. Among the hospitals 
built by troops alone in the advance section were Bazoilles, 6,000 
beds, authorized in September, 1917; Kimaucourt, 5,000 beds, and 
Langres, 2,000 beds, authorized in November, 1917. All the above 
hospitals were built according to type "A" plans, using demount- 



326 



HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 



able hospital barracks. When it is considered that for each of the 
above hospital units of 1,000 beds, 65 hospital barracks were re- 
quired, together with the necessary materials for heating, lighting, 
water supply, and railroad connection, and that most of the work 
was done by unskilled labor, some idea may be gained of the amount 




of supervision required in having material delivered and erected, 
especially during the period of the extra heavy troop movements. 

The problem of hospitalization by the American Expeditionary 
Forces was different from that of the great Allied Armies whose 
convalescents could be evacuated to their homes. This was impossi- 
ble for the American Expeditionary Forces. Many patients evacu- 



ENGINEER SUPPLY AND CONSTRUCTION. 



327 



ated from the front, it was found, after having received medical 
dressing, a good warm bed, and proper food for a few days, did not 
really need to occupy active hospital beds. In order to dehospitalize 
rapidly, it was decided to provide 20 per cent of the hospitalization 
in convalescent hospitals. In these camps, convalescent patients 
received such medical attention as was required, were comfortably 
housed, exercised, and kept under disciplinary control sometimes 
impossible at the larger hospitals. 

Until May, 1918, hospitalization had been on a 10 per cent basis — 
that is, 10 beds for every 100 men in the American Expeditionary 
Forces. At that time, however, the rate of troop arrivals was 
doubled and on June 1, 1918, the commander in chief directed that 
there be maintained an actual current bed capacity of 15 per cent of 
the American Expeditionary Forces strength in Europe. The imme- 
diate effect was to more than triple the necessary rate of hospitaliza- 
tion. This increased rate was more than met by the steady increase 
in the percentage of bed space provided, indicated in the tabulation 
given herewith. 

In five months, from May until October, the percentage of hospi- 
talization, in the face of the unforeseen increased rate of troop arriv- 
als, was increased from 6.8 to 14.2 per cent. 

Hospitalization data to April 1, 1919. 



Date. 



1917. 
Nov. 30 
Dec. 31 

1918. 
Jan. 31 
Feb. 28 
Mar. 31 
Apr. 30 
May 31 
June 30 
July 31 
Aug. 31 
Sept. 30 
Oct. 31 
Nov. 14 
Nov. 30 
Dec. 31 

1919. 
Jan. 31 
Feb. 28 
Mar. 31 



French 
build- 
ings. 



6,250 
6,500 



13,322 
17,381 
20,234 
23,317 
30, 762 
36,891 
46,008 
61,014 
94,728 
123,383 
139,000 
105,633 
69, 896 



42, 814 
36, 792 
32, 759 



Addi- 
tions. 



500 



1,331 
2,859 
5,800 
7,871 
10, 151 
13,353 
17,966 
17, 877 
21,872 
23,242 
25,000 
20,895 
20,481 



13, 203 

12, 704 
12,991 



New 
con- 
struc- 
tion. 



695 

840 

895 

2,040 

3,910 

20,430 

35,539 

52, 180 

78,406 

106, 155 

116,000 

115,987 

125,432 



104,524 
95, 295 
80,311 



Available space. 



Beds. 



6,250 
7,000 



15,348 

21,080 

26,929 

33,228 

44,823 

70,674 

96,513 

131,071 

195,006 

252, 7S0 

280,000 

242,515 

215,809 



160,541 
144,791 
126, 059 



Per cent 
of 

strength. 



4.6 
3.8 



8.3 
8.2 
7.7 
6.8 
8.0 
8.3 
9.1 
11.4 
13.4 
14.2 
12.3 
11.8 



9.2 
9.2 
9.3 



Addi- 
tional 
author- 
ization. 



18, 750 
64,000 



79,488 
95, 155 
96,666 
88,285 
87,245 
112,181 
162, 779 
158,508 
157, 707 
178,668 
187, 558 
17,522 
1,000 



Total 
author- 
ization. 



25,000 
71,000 



94,836 
116,235 
123,595 
116,113 
132,068 
182,855 
261,292 
289,579 
352,713 
431,448 
467, 55S 
260,237 
216, 809 



160,541 
144, 791 
127,559 



Strength 



137,140 
18,3, 489 



224,521 

253,463 

327,382 

432,021 

661,204 

880, 143 

1,177,426 

1,432,739 

1,711,202 

1, 880.62S 

1,971,277 

1,942,495 

1,832,604 



1,739,051 
1,572,669 
1,350,560 



Beds 
occu- 
pied. 



8,000 
9,000 
10, 800 
11,500 
15,336 
22,905 
47,519 
58,300 
111,964 
182,814 
190,356 
179,247 
138, 470 



84,732 
80,807 
57, 026 



Per cent 
of 

strength. 



3.0 



3.5 
3.5 
3.3 
2.6 
2.3 
2.6 
4.0 
4.1 
6.5 
9.7 
9.7 
9.1 
7.5 



4.9 
5.1 
4.2 



TYPICAL PROJECTS. 



Of the proposed 20,000-bed hospital centers, all of which were 
reduced in size by the cancellation of uncompleted projects after the 
signing of the armistice, the principal ones were located at Mars, 



328 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Mesves, Savenay, and Beau Desert, near Bordeaux. Savenay and 
Beau Desert were the two large hospital centers for the evacuation 
of troops to the United States. Among the projects involving 10,000 
beds or more were those at Beaune, Allery, and Rimaucourt. To in- 
dicate the necessity and the urgency of this hospitalization, it may be 
noted that on November 11, 1918, there were 16.621 patients in Allery 
Hospital, and 19,596 in Mesves Hospital. Hospitals of slightly 
smaller capacities than the foregoing were provided at a number of 
other places. At the French summer resort at Vichy, hospitalization 
was provided, not by construction of wooden barracks such as were 
built at other hospital centers but by taking over and altering about 
90 hotels and other buildings, thus providing beds for over 16,000 
patients. Similar procedure was followed at other large resort 
centers, such as Vittel Contrexeville, and also in the Pyrenees and in 
the Riviera. All of the foregoing work was for the so-called base 
hospitals — the large projects. In addition there were scores of smaller 
camp hospitals and convalescent camp hospitals. On November 1, 
1918, there were 87 base hospitals and 86 camp hospitals in operation. 
After the armistice, when the need for hospital capacity was lessened, 
certain large centers, such as those at Beaune and Allery, were con- 
verted into American Expeditionary Forces schools. 

Large scale hospital construction is typified by the 20,000-bed, type 
"A" base hospital centers at Mars and Mesves in the intermediate 
section (east). Both projects consisted essentially of the grouping of 
20 of the 1,000-bed type "A" hospital units to form 20,000-bed cities, 
with 4.000-bed convalescent camps, the completion of which was 
halted by the armistice after the work at each project was more than 
60 per cent completed. 

THE MARS HOSPITAL PROJECT. 

Ground for the Mars Hospital project was broken February 23, 
1918, after a cost-plus-percentage contract for its construction had 
been awarded to a French contractor. In the early days the work of 
the Engineers was largely supervisory, but later on troops arrived and 
were employed to great advantage in speeding the erection of bar- 
racks, construction of roads, installation of water, sewerage, and the 
various other facilities demanded in order that the project might 
function. 

The contractor's forces consisted of French, Spanish, and Indo- 
Chinese labor, reaching a maximum strength of 3,180 men on Septem- 
ber 10, 1918. The troops employed on the project included detach- 
ments from the 26th, 528th, and 521st Engineers. The contractor's 
organization was at all times an important factor in the supply of 
carpenters, concrete finishers, bricklayers, and special mechanics for 



ENGINEER SUPPLY AND CONSTRUCTION. 



329 



machine-shop and repair work. The American forces handled all 
pipe laying, pumping installations, and electrical wiring, and was 
efficiently supplemented by convalescent patients. Frequent changes 
in the Army personnel, however, made the contractor's force a most 
valuable framework for the organization. 

Original authorization called for the construction of 10 type "A" 
hospitals, having a normal capacity of 1,000 beds, each with a crisis 
expansion of 1,000 beds in tents. These units were entirely self-con- 
tained, providing for the housing and functioning of a completely 
equipped hospital in addition to buildings for housing personnel. 
Each unit contained 20 wards for patients, kitchens, dining rooms, 
quartermaster and medical storerooms, an operating building, a lab- 




(729-G8) THE 20,000-BED HOSPITAL AT MARS. 

oratory, morgue, patients' bath, etc., making a total of 58 buildings 
per unit. 

The first buildings were of brick and concrete with cement floors. 
'A framework of trusses with purlins and wood panels was first built 
up and concrete walls poured to a height of 4 feet. The remainder 
of the wall was then laid up with hollow brick 11 by 11 by 22 centi- 
meters. To expedite construction a quantity of demountable barracks 
arrived from Switzerland, and the wards of approximately four units 
were built of these exclusively. Two types were received, one 5-meter 
in width and the other 6 meters. The narrower type was used exclu- 
sively for nurses' and officers' quarters, and the 6-meter type for 
wards. 

Still later a new type of building was standardized by the division 
)f construction and forestry. This construction provided for a 
simple rugged frame structure sheathed with 1-inch lumber and 



330 



HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 



covered on the sides with single-ply roofing paper. Concrete floors j 
were used, and the buildings were constructed rapidly. At about the 
same time plans were issued for wards 36 feet wide, halving the 
number used per unit. These buildings were a distinct success, both 
from a standpoint of hospital operation and that of construction. 




A combination of a number of the smaller and special buildings in 
the type "A" units also greatly simplified the general construction. 
Authority to double the capacity of Mars Hospital was issued June 
12, and shortly thereafter two convalescent camps of 2,000 beds each 
were authorized. Both convalescent camps were finished and in 
operation before construction was stopped; all buildings in these 



ENGINEER SUPPLY AND CONSTRUCTION. 331 

camps were built entirely with convalescent labor with one Engineer 
sergeant on the ground to direct and superintend. Concrete finishing 
was handled by Spanish laborers from the contractor's force. 

A railroad was built from the hospital site to the Paris-Lyon-Medi- 
terranean station at Mars; the first train used this track on June 6. 
Other features were the construction plant during the period of maxi- 
mum progress, including a 60-centimeter gauge railway with 5£ miles 
of track for hauling rock and sand, a sawmill, a machine shop, and a 
temporary electric-power plant. A canteen supplied restaurant serv- 
ice for the workmen. Fifteen different nationalities were taken care 
of, and the kitchen was divided into three sections to permit the food 
to be prepared in accordance with the preference of the nationalities 
concerned. The canteen was handled exclusively by French and 
Spanish labor, but was operated under the direction of an American 
officer. When the construction force was greatest, it served 3,000 men 
twice per day. 

The permanent standard-gauge railroad, 5 miles in length, was> 
built from the Mars station to the hospital site. A passing track, 
2,000 feet in length, was constructed at Mars station for handling 
freight and hospital trains. Trains reached the hospital group by a 
switchback, which was a stretch of tangent track along the entire 
length of the hospital area ; there was one siding for car storage and 
another track arranged to bring freight to the quartermaster ware- 
house with the car floors on the same level as the warehouse floor. 
In addition, there was a track from the switchback which made a 
complete Y, and which was added as a convenience for the return of 
trains to Mars station. 

Water was first available in the main reservoir on July 5, and on 
that date the hospital was ready for operation. The first wounded 
arrived on August 2. The main reservoir of stone and concrete, with 
a capacity of 220,000 gallons, was located on the high ground back 
of unit No. 6 and was originally intended to take care of the water 
supply of the first 10 units. When an additional 10 units were 
authorized, an additional 100,000-gallon reinforced concrete reservoir 
was designated and constructed. 

A permanent 10-inch water-supply line from the Allier River 
approximately 5 miles in length was completed on August 24, or a 
little more than 30 days after the ground was broken. Three pipe- 
laying gangs of 10 men each, working in competition, laid 2,000 feet 
of pipe in a single day. In anticipation of an emergency, late in 
August a temporary pumping installation was commenced, and the 
first water was pumped from the river on September 15. Four 
rotary pumps raised water 200 feet to the reservoir at the hospital. 
The station had a capacity of 25,000 gallons per hour. For the dis- 
tribution in the hospital groups 12-inch, 6-inch, and 4-inch pipe was 



332 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

used, the total length of all water pipe at the Mars installation being i 
approximately 200,000 feet. 

In the construction of the sewerage system there was used 400,000 
feet of 4-inch pipe, 35,000 feet of 6-inch, 30,000 feet of 8-inch, 6,000 
feet of 10 and 12 inch, and 3,000 feet of 16 and 18 inch. 

Electrical power was supplied over a 3-phase 15,000- volt trans- 
mission line which had been constructed from a line near Nevers. 
This line was 11 miles in length and of standard European construc- 
tion. One of its special features was a 1,000-foot span across the 
Loire River near Nevers. There was a 300 K. V. A. step-down sub- 
station on the hospital site, where voltage was changed to 5,000 
for distribution. Small 3-phase transformers, suitably arranged, 
again changed the voltage from 5,000 volts down to 115-230, 3 phase. 

More than 6£ miles of roads were built in the hospital area and 
the entire 9^ miles originally planned was graded. Approximately 
18,000 yards of rock were used for road construction. 

On November 18, when preparations were made to close down con- 
struction, there had been built a hospital city for approximately 
40,000 inhabitants, comprising 700 buildings with a floor space of 33 
acres. The maximum number of patients at the hospital was ap- 
proximately 14,400, on November 14. At all times space was avail- 
able sooner than the corresponding hospital equipment, but hospital 
equipment was provided in excess of the number of patients actually 
received. 

MESVES HOSPITAL. 

In its scope and general layout the hospital project at Mesves was 
practically a duplication of the 20,000-bed base center at Mars. The 
construction work was done under a cost-plus-percentage contract 
with a French firm, whose efforts were reinforced by American Engi- 
neer troops. Access to the site was provided by constructing 3 miles 
of standard-gauge railroad, and on April 23, 1918, the first trainload 
of material arrived on the hospital site. By December 1, 1918, there 
had been delivered more than 4,000 carloads of construction material. 

The story of the Mesves project is one of progress made with a 
continuous shortage of materials, labor, and transportation. For 
the control of the construction the project was subdivided into classes 
of work, such as installation of water system, sewers, electric lights, 
plumbing, and building construction, the latter, in turn, being sub- 
divided into units. The men in charge of each class of work were 
under the supervision of a field superintendent, who, in turn, received 
his instructions from the Engineer officer in charge. Each day there 
was a meeting of all the officers, at which matters pertaining to the 



ENGINEER SUPPLY AND CONSTRUCTION. 



333 



work were discussed and arranged for the following day. In this 
svay cooperation was maintained. 

In July many of the United States troops and many of the motor 
;rucks were withdrawn from the work. At this time materials were 




arriving in trains, requiring the unloading of 115 cars daily, and 
wounded were arriving in considerable numbers. The maximum 
number of patients at Mesves on November 11 was approximately 
19,600. 

At the time of the armistice more than 4,000 carloads of construc- 
:ion material had been delivered and quarters had been provided for 






334 



HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 



more than 20,000 patients. The magnitude of the project is indi- 
cated by the fact that the water supply and the sewerage systems 
each necessitated the laying of 28 miles of pipe. In November, when 
operations were curtailed, a total of 45 acres of concrete floors for 
barracks had been laid and 23,000 windows, containing 270,000 panes 
of glass, were in place. The maximum amount of labor employed 
was 5,184 men. 

SAVENAY HOSPITAL CENTER. 

The history of the hospital center at Savenay is one of a rapid 
growth from the original plans. This work w T as started with the 




(3338-F9) WARD BARRACKS, BASE HOSPITAL 106, BEAU DESERT. 

remodeling of the school building at Savenay in September, 1917. 
It was originally planned to have a hospital of 2,500 beds, but the 
project was enlarged to 5,000, then to 10,000 beds, and finally, at the 
signing of the armistice, materials and men were on hand for the 
building of a 20,000-bed hospital with a 5.000-bed convalescent camp. 
This work was held up in the early stages by difficulty in securing 
material and skilled labor. It was being pushed rapidly at the con- 
clusion of hostilities, and the final plan called for a 10,000-bed hos- 
pital with a 2,000-bed convalescent camp. The project involved the 
building of 265 barracks with a floor area of 736,845 square feet, 65 



ENGINEER SUPPLY AND CONSTRUCTION. 335 

masonry buildings with a floor area of 17(5,656 square feet, and 81 
miscellaneous buildings with 67,416 square feet. 

TRANSPORTATION AT ALLEREY DIFFICULT. 

At the 10,000-bed hospital project at Allerey, where about 600 
demountable Swiss barracks were used, the big construction problem, 
because of limited track facilities, proved to be the unloading of 
cars and the delivery of the barrack material to the site. The 
Engineers employed French trucks, horses, and even oxen — in fact, 
anything in the form of vehicle in order to permit the release of 
cars within the required 24 hours. 

The contract was awarded to a French firm on a cost-plus-percent- 
age basis. It was expected that this firm's knowledge and famil- 
iarity with French markets and labor would prove valuable. Al- 
though material assistance was rendered by this firm, it soon devel- 
oped that to expedite construction, materials from Army depots and 
other Army sources would have to be provided and the services of 
the contractor strengthened. Direction of all parts of the work 
was taken over by the Engineer personnel. Additional officers were 
ordered to the project April 1, and soon an efficient organization was 
perfected. 

At the 7,000-bed project at Bazoilles, Negro service battalion labor 
was used to good advantage. It was soon found that colored troops 
could be organized for concrete work, barrack construction, and, 
in fact, all work to be done. Excellent results were obtained by 
working white and colored details on neighboring jobs where rivalry 
had the effect of speeding progress. 

While much of the hospital work was clone far behind the front 
lines some of it was close enough up to receive enemy shelling. On 
the construction of an evacuation hospital at Baccarat the work 
was frequently interrupted by German artillery fire. On the morn- 
ing of September 2, 191 8, a group of men were caught in a gas-shell 
attack and 30, themselves hospital builders, had to be sent to hos- 
pitals. 

Immediately after the armistice, work on the big hospitalization 
program was practically halted. Until hostilities ceased, the pro- 
vision of bed space for 15 per cent of the total American Expedition- 
ary Forces strength was required. On November 14, however, the 
authorized rate of hospitalization was reduced to 7| per cent, and 
at the same time a wholesale cancellation of uncompleted construc- 
tion was made by General Orders, No. 54, Headquarters, Service 
of Supply, although considerable additional work remained to be 
done at such centers as embarkation camps. 



336 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

REFERENCE DATA, HOSPITAL CONSTRUCTION. 

Appendix number or file reference. 

Report. D. C. & F. to C. G.. S. O. S. (through 
C. E.), Mar. 12, 1919 Appendix No. 40 

Project report of section engineers Appendix No. 43 to 52, incl. 

Report of engineer valuation board, Mar. 11, 
1919 Appendix No. 42 

Type plans for hospitals Appendices 53, 53a, 53&, and 54. 

Memorandum D. C. & F. to E. P. O., Mar. 
' 28, 1919, giving square feet of troop and 

hospital barracks constructed File, D. C. & F. 200.30/452 

Descriptive tabulation, types of hospital bar- 
racks (drawing) D. C. F. 9186-44 

Troop Shelter. 

Both in scope and general character of construction the problem 
of providing shelter for troops had many features in common with 
that of building hospitals. In fact, it was generally the erection of 
demountable wooden barracks that constituted the first construction 
work of Engineer troops, newly arrived in France. After the 
American troop movement gained headway, towns were taxed be- 
yond their billeting capacity, so that additional accommodations on 
a large scale had to be furnished. 

The basis of the troop-shelter program was the provision, by new 
construction, of barracks for one-third of the strength of the Ameri- 
can force, the assumption being that the remaining two-thirds would 
be billeted. Up to March 1, 1919, there had been constructed or 
erected 16,14-1: barracks covering a total area of 32,894,059 square 
feet. In carrying out the barracks-construction program, the chief 
difficulties were not of a technical nature, inasmuch as the wooden 
structures were simple to erect. The main task was not to build 
barracks, but to get the materials with which to build. 

According to General Orders, No. 46, General Headquarters, Ameri- 
can Expeditionary Forces, 1917, prescribing the space allowance in 
troop barracks as 20 square feet per man. in addition to kitchens 
and mess halls, 16 barracks, 20 by 100 feet, were required for 1,000 
men. Contracts were made with the French and British Govern- 
ments and with civilian contractors in France and Switzerland for 
approximately 23.000 barracks, of which 15,000, including 4,500 
hospital barracks, were delivered. Most of these were of the de- 
mountable type, either Adrian or Bryant, plans of which are attached 
hereto. Deliveries were slow except during August, September, and 
October. 1918, when more than 1,000 barracks per month were re- 
ceived, and. therefore, it was necessary to construct barracks in place 
from lumber furnished by forestry troops. Two types of barracks 
shown in the accompanying plans Avere developed to utilize a mini- 



ENGINEER SUPPLY AND CONSTRUCTION. 



337 



mum quantity of lumber. Type " B " barracks required 6,100 feet 
b. m. of lumber, while type " C," with corrugated-iron roof and sides 
and frame of wood, required only 1,600 feet board measure of lum- 
ber. These barracks were furnished with 4-man bunks of the type 
shown, and accommodated about 100 men. 




The main demands for barracks construction for the American 
Expeditionary Forces came from such centers as rest camps, 
replacement and supply depots, divisional areas, training schools, and 
prisoner of war camps. Thousands of stevedores at the base ports 
were provided with shelter and camps were created for the personnel 
at practically all of the big construction projects in the Service of 

127071—19 22 



338 



HISTORICAL EEPOET CHIEF ENGINEER A. E. F. 



Supply. In the divisional areas in the advance section, barracks con- 
struction was undertaken on a large scale, as is indicated by the fig- 
ures in the following tabulation : 

Troop accommodations (barracks and huts, etc.) constructed to March 1, 191!). 



Section. 


Square feet 
of Darracks. 


Equivalent 
to standard 
barracks 
with 2,000 
square feet 
each. 




11,632,887 

1,141,882 

6,847,618 

161,000 

4,602,329 

4,168,388 

744,249 

108, 484 

2,611,519 

349,117 

526,586 


5,816 




570 




3,423 




80 




2,301 




2,084 




372 




54 




1,306 




175 




263 






Total 


32,894,059 


16,444 







Among the big centers of Army population, created by the con- 
struction of wooden barracks in the base and intermediate sections, 
were the Pontanezen Barracks at Brest, and camps at St. Nazaire, 
Bordeaux, St. Aignan, St. Am and, and Le Mans. Shortage of trans- 
portation added its usual burden to practically all of the jobs. At 
Marcy, for example, the men of one company of an Engineer regi- 
ment wheeled by hand over a distance of two miles all barrack mate- 
rial necessary to house 400 men engaged on railroad and engine 
terminal construction. 

PONTANEZEN CAMP LARGEST PROJECT. 

The largest single project for barracks construction was at Brest, 
where Pontanezen Barracks, a rest camp to accomodate 80,000 men 
— 55,000 in barracks and 25,000 in tents — involved the construction 
of about 850 buildings for officers and men. There were also con- 
structed for this camp a large number of mess halls and kitchens, 
each with a feeding capacity of 4,500 men per hour, a complete bath- 
ing, delousing, and laundry plant and numerous administration, 
storage, and welfare buildings. The tendency at the larger concen- 
tration and embarkation camps was toward large kitchens operated 
by permanent personnel. Several types of these kitchens were de- 
veloped, the largest of which were those at Pontanezen. A plan of 
one of the troop kitchens is attached. 

At Pontanezen, a barrack building consisting of a wood frame 
sheathed with corrugated iron was largely used. On this project the 
397th Engineers adopted a form of construction organization where- | 



ENGINEER SUPPLY AND CONSTRUCTION. 



339 



by successive gangs specially trained in one type of work were sent 
over the job. First came the detail which graded the site, then one 
which laid sills, a third which framed the timber, and so on up to 
the roofing detail, which finished the building. By repeating the 
same operations day after day, each gang acquired a high degree of 











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drill in its special task, with the result that the construction pro- 
■eeded rapidly. With this method of distributing the labor, several 
mildings were always in course of construction at one time, and 
(uantity production was realized. 

The great area of the camp site — about 5,000 acres — made the 
>roblem of distributing material to work in progress one of im- 



340 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

portance. Not only did road conditions make it necessary to have a 
central distributing point to which supplies could be furnished by 
means of motor trucks and from which further distribution could 
be made by wagons or by hand, but scarcity of materials during cer- 
tain periods, accompanied as it was by demands from the various 
construction units, made it imperative that all material should pass 
through a central distributing point in order to prevent units from 
obtaining more than their share. 

For purposes of controlling construction, the camp area was 
divided into sections and subsections. Sections were numbered con- 
secutively, 1, 2, 3, etc., and subsections were lettered a, b, c, etc. Upon 
a map of the area were shown these subdivisions, so that material for 
any given section, as 5b, for instance, was quickly routed to its proper 
destination. Signboards further facilitated the delivery. 

Narrow-gauge railroads were laid in the area, and material was 
delivered over these lines by cars, pushed by hand. Points not acces- 
sible from the light railway were reached by wagons, drawn either 
by horses or by hand. Casual labor was used for this purpose. In 
many other cases, due to lack of cars and wagons, material was de- 
livered direct from the yards to the job on the backs of casuals. 

Although at first Engineers were used as labor troops, they were 
replaced as rapidly as possible by transient casuals, leaving a skeleton 
organization of Engineer troops to act only as office men, yard- 
masters and foremen. The actual labor itself was done by unskilled 
casuals. By this method of "dilution" a maximum of skilled labor 
was rendered available for construction purposes. 

10.000-MAN CAMP AT MONTOIR. 

At Montoir, 5 miles up the Loire from St. Nazaire. a wooden- 
barracks camp for 10,000 men was created. Here Engineers formed 
the backbone of a construction force comprising French and Spanish 
civilian carpenters and a detachment of German prisoners of war. 
Due to the influx of troops at St. Nazaire, there was a constant de- 
mand for more barracks. One week after ground was broken for 
the new camp the construction organization had grown to about 
400 men. Barracks, washhouses with hot and cold water showers, 
and standard sanitary latrines were erected. At the end of two 
months 10,000 men were living in the camp, 3 miles of macadam road 
had been built, running water was in all the kitchens, electric lights 
had been installed, and sewers laid. 

At most of the camps the one-story barrack building was the 
standard. At the Bafankuine stevedore camp near the Bassens 
docks, however, where it became necessary to house 8,000 men on a 






ENGINEER SUPPLY AND CONSTRUCTION. 



341 



plot of only 25 acres, double-story construction was employed. 
There were built at this site 32 two-story frame buildings, 31 by 




(4078-D8) WOODEN BARRACKS AT LE MANS EMBARKATION CENTER. 

92 feet in plan, each for 250 men. There were also constructed at 
this camp five mess halls, four of them 32 by 115 feet each, with a 




r" 









OS*- 



(417-S8) FOR STEVEDORE CAMP AT BARANQUINE TWO-STORY WOODEN 
BUILDINGS WERE ERECTED TO ECONOMIZE ON GROUND SPACE. 

capacity of 500 men. The fifth was 60 by 312 feet in plan, all with 
concrete floors. 



342 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

BARRACK CONSTRUCTION IN DIVISIONAL AREAS. 

In the divisional areas in the advance section, in addition to the 
quarters for troops, there were erected mess halls, bathhouses, stables, 
and other miscellaneous buildings to supplement the existing billets. 
Twenty-three divisional areas were projected. In some of them the 
French had erected buildings which were taken over by the Ameri- 
can Army. New construction in the divisional areas began early in 

1918, under the section engineer, advance section, and continued after 
the armistice until the divisions began to move from the advance 
section toward the base ports. On November 11 work was stopped 
in the second, twentieth, sixth, twenty-second, and twenty-third divi- 
sional areas, and all of the available labor and material was concen- 
trated in areas still unfinished. 

On January 1, 1919, there had been constructed in divisional areas 
about 2,700 barracks and mess halls and 540 bathhouses. Demount- 
able barracks of various types, generally 20 by 100 feet in plan, were 
used where available ; otherwise barracks were constructed of rough 
lumber. 

More barracks had been erected in the advance section on March 1, 

1919, than in any of the other sections. On that date the total square 
feet of barracks in the advance section amounted to 11,632,887, or 
the equivalent of 5,816 standard barracks, 20 by 100 feet. By far 
the larger percentage of this construction was in the divisional areas. 
At Bourmont, third divisional area headquarters, for example, there 
had been provided 900,000 square feet of barracks, or the equivalent 
of 450 standard buildings, while at Chateauvillain, ninth divisional 
area headquarters, 608,800 square feet, equivalent to 304 barrack 
buildings, had been provided. 

After the armistice the work of barracks construction outside of 
the divisional area limits was concentrated at such points as the 
embarkation center at Le Mans and other places in the immediate 
vicinity of the base ports. 

EEFERENCE DATA, TKOOP SHELTER. 

Report, D. C. & h: to C. G., S. O. S. (through G. Appendix number or file reference. 

E.), Mar. 12, 1919 Appendix No. 40. 

Project reports of section engineers Appendix Nos. 43 to 52, incl. 

Report of engineer valuation board, Mar. 11, 1919_ Appendix No. 42. 

n , , . ■ , Files, Drafting Room, D. C. & F. 

Type plans for barracks ' 

Memorandum D. C. & F. to E. P. O., Mar. 28, 

1919, giving square feet of troop and hospital 

barracks constructed Files D. C. & F. 200.30/452. 

Descriptive tabulation, barracks (drawings) D. C. & F. 9184-44, 9185-44, 

9187-44 



ENGINEER SUPPLY AND CONSTRUCTION. 343 

Remount Depots and Veterinary Hospitals. 

Acquisition from the French in July, 1917, of stables at St. Nazaire 
with a capacity of 2,400 animals, and an order placed with the French 
barrack bureau for 500 horse shelters, each with a capacity of 50 
horses, were the first steps taken by the American Army to provide 
housing and medical attention for the animals in the American Ex- 
peditionary Forces. The stables thus acquired served as shelter for 
the first Cavalry regiment to arrive in France, though before many 
months had passed authorization had been given for further acquisi- 
tion from the French, as well as for the construction of remount and 
veterinary hospital facilities. 

Before all of the 500 horse shelters had been requisitioned from the 
French, steps had been taken to install remount depots and veteri- 
nary hospitals near several of the base ports, as well as in many parts 
of the advance section. When hostilities ceased and a large per- 
centage of all construction was discontinued, space had been acquired, 
constructed or authorized in remount depots to accommodate 61,200 
animals. The total authorized facilities in veterinary hospitals were 
for 39,100 animals. The total space for animals, available February 
1. 1919, was: In remount depots, 39,700, of which 27,700 represented 
new construction ; and in veterinary hospitals, 27,600, of which 16,500 
was new construction. 

At La Rochelle, St. Nazaire, and Bordeaux large remount depots 
and hospitals were constructed for the animals arriving from overseas 
and the facilities acquired and constructed at Bayonne served as a 
clearing station for animals purchased in Spain. Facilities were pro- 
vided at Gievres, Selles-sur-Cher, and Sougy in the intermediate sec- 
tions, and numerous small stations in addition to a large depot at 
Lux, were scattered throughout the advance section, through which 
animals passed on to combat units and through which they returned 
from near the front lines. 

In the selection of sites for remount depots and veterinary hos- 
pitals the main considerations were proximity to standard-gauge 
railroads, with possibilities for construction of spurs or sidings; 
facilities for watering animals, sandy soil if possible, and good 
drainage. During May, 1918, a program of depot and hospital con- 
struction was formulated. A board, composed of Col. E. A. Gibbs, 
of the division of construction and forestry, and Maj. S. W. Bell, 
of the remount service of the Quartermaster Corps, recommended 
sites for installations, and visited the British areas to study methods 
of construction developed there during four years of war. 

Standard horse shelters, accommodating 100 animals, were 216 feet 
long and 23 feet wide. They were sheathed with either lumber or 
corrugated iron and roofed with tar paper. In the center of each 



344 



HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 



stable provision was made for the storage of grain. The erection of 
these shelters constituted the main item of construction, though com- 
plementary construction included dressing rooms, operating rooms, 
dipping vats, sulphurizing chambers, blacksmith shops, and store- 
houses for forage and equipment. For shelter alone, each animal 




required from 80 to 140 feet b. m. of lumber, depending upon the 
ability to secure corrugated-iron sheathing, and 200 square feet of tar 
paper. 

In general, remount depots were built for from 2.000 to 5,000 ani- 
mals and near them were veterinary hospitals with provision for 
from 1,000 to 2,000 animals. 



I ENGINEER SUPPLY AND CONSTRUCTION. 345 

In addition to the construction necessary for the proper housing, 
sding, and doctoring of the animals, there were required at all 
depots and hospitals, barracks, mess halls, buildings for office space 
and storage, for officers and enlisted men. Such construction was 
based on a personnel of 75 officers and approximately 2,000 men for 
ery depot of 5,000 animals capacity. 

The facilities provided involved the construction of 2,210,000 
uare feet of stabling and quarters for 650 officers and 17,000 en- 
;ted men. 

REFERENCE DATA, REMOUNT DEPOTS AND VETERINARY HOSPITALS. 

Appendix number 
or file reference. 

port, D. C. & F. to C. G., S. O. S. (through C. E.), Mar. 12, 

1919 Appendix No. 40. 

Files of D. C. & F. on individual projects D. C. & F. Files 

(port of section engineer officers__ _ Appendix No. 43-52, incl. 

r< 



Water Supply in the Service or Supply. 



In many French municipalities and at hundreds of other places 

roughout the Service of Supply, which served as sites for hospitals, 
camps, depots, and shops — in fact wherever there was a concentra- 
tion of American troops — it became necessary for the Engineer De- 
partment to supply water. This obligation resulted in the creation 
of a water-supply section, under the direction of Capt. (later Lieut. 
Col.) Thomas H. Wiggin, as a part of the organization of the office 
of the chief engineer, line of communications, and later of the direc- 
tor of construction and forestry. When the armistice was signed 
«ater-supply installations had been made, ranging from simple 
ells to city projects, including dams, pumping plants, pipe lines, 
reservoirs, nitration plants, and other accessories demanded by the 
best engineering practice. On all of the chief projects in the Service 
of Supply, water supply was one of the prime requisitions. 

The necessity for special attention to the water-supply problems 
had been recognized by the Chief of Engineers, at Washington, and 
by the chief engineer, American Expeditionary Forces. During the 
summer of 1917 there were sent to France certain special water- 
supply personnel. Based on French and British experience, a requi- 
sition for a large quantity of pipes, pumps, valves, tanks, well-drill- 
ing outfits, and other special equipment was prepared and was trans- 
lated into terms of American water-works practice by the office of 
the Chief of Engineers, at Washington. 

During the latter part of August, 1917, the water-supply section, 
e of communications, in France, began its work with an inspection 

d listing of materials required for the Bazoilles Hospital which 



346 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

had just been taken over from the French in an unfinished condition. 
This work was followed by a general investigation of the supplies for 
American troops in the vicinity of Bordeaux, La Rochelle, and St. 
Nazaire, and the Artillery camps at Souge, Meucon, and Coetquidan. 
In these inspections the officer in charge of the water-supply section, 
line of communications, was accompanied by the officer in charge of 
the water-supply section of the chief engineer's office. As the work 
developed there was a division of water-supply duties, the Service 
of Supply projects being handled by the division of construction 
and forestry, and the Army work by the division of military engi- 
neering and engineer supplies. (See p. 56.) 

In October, 1917, a water-supply section was more definitely estab- 
lished under the chief engineer, line of communications. Its per- 
sonnel was gradually increased until in June, 1918, there were 14 
officers and 7 men. The system up to that time was a centralized 
one, so far as making the investigations, drawings, and requisitions 
were concerned. Plans were sent to Engineer officers in charge of 
construction for execution. There were, however, many smaller 
waterworks which were planned by the construction forces in the 
field. Beginning about June 1 the water-supply work was largely) 
decentralized, the personnel of the central office being distributed 
to the various section Engineers for the purpose of planning as well 
as executing the works. The central office still maintained a super- 
vising and advisory function and also occupied itself with follow- 
ing up the purchase and shipment of the necessary material and in 
listing and requisitioning material to maintain depot stock. This 
activity included also the preparation of tonnage priority state- 
ments which were cabled to the United States to govern the ship- 
ment of water-supply material needed. 

GENERAL STANDARDS. 

The first problems concerning the water supply and sewerage sec- 
tion in the Service of Supply were the determination of standards 
for the quantity of water to be supplied and for methods of dis- 
posing of sewage. These problems were linked, because the choice 
of water-borne sewage methods would have involved a compara- 
tively large use of water. The question of sewage disposal was first 
brought to a definite point in a discussion with the Medical Depart- 
ment of methods to be used for the six 1,000-bed units to be added 
to the hospital at Bazoilles. For some of the masonry buildings 
which had been secured from the French for hospitals an inade- 
quate water-borne sewerage system generally existed, and this was 
made a reason for continuing that style of installation in so far as 



ENGINEER SUPPLY AND CONSTRUCTION. 347 

the masonry buildings were concerned. The quantity of plumbing 
material required for these installations was comparatively small, 
but when the installation of water-flushed closets for hospitals 
for the total American Expeditionary Forces was studied it became 
evident that material would be difficult, if not impossible, to obtain. 
The scarcity of material, together with the extra amount of labor 
involved in installation, the extra quantity of water required for 
flushing, and the facilities required to purify the sewage before dis- 
charging it into French streams, caused the water-supply and sewer- 
age section to recommend the use of incinerators for human excreta. 
This decision was accepted by the Medical Department for hospitals 
and was also put into effect for the other American Expeditionary 
Forces works, exception being made in a few cases as above, and 

■ also in some cases near the ocean where mixed sewage could be dis- 

i charged into tidewater without purification. 

• 

DECISION AS TO QUANTITY OF WATER. 

The water-supply section, office of chief engineer, American Ex- 
peditionary Forces, aided by the data furnished by the water-supply 
I and sewerage section, chief engineer, line of communication, obtained 
iiat this time a decision of the general staff allowing 25 gallons per 
■capita in hospitals and 10 gallons per capita in other places. These 
figures were understood to be a maximum which could not in all 
cases be supplied. In the summer of 1918, after investigation in a 
number of British hospitals operated by American units, it was rec- 
ommended by the water-supply section, Service of Supply, and 
approved by the general staff, Service of Supply, to cut the allow- 
ance for hospitals to 12 gallons per capita where there were no cen- 
tral laundries and 14 gallons per capita where laundries were to be 
installed. 

The decision generally to eliminate water-borne sewage made the 
problem of purification one of treating sink and shower-bath waste 
water containing considerable quantities of soap to the extent neces- 
sary to permit its discharge into streams. Considerable study had 
been given without success to this problem by the French engineers, 
and investigations of the subject in general and of the existing 
French and British plants showed the impossibility of complete 
, purification. The treatment chosen was that of sedimentation for 
Several hours and straining through straw screens. In some cases 
ihe effluent is sterilized by liquid chlorine. 



348 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

FILTER PLANTS. 

In general, water was supplied from tube wells, shallow dug wells, or 
streams, with or without filtration. At St. Nazaire it was necessary 
to build a rapid-sand filter plant of 3,000,000 gallons daily capacity 
and another of 1,000,000 gallons daily capacity to supply the ports 
and the various camps. At Mesves and Mars hospitals rapid-sand 
filter plants, each of about 500,000 gallons daily capacity, were 
installed, and at Savenay Hospital two plants, each of 330,000 gallons 
per day. At the Romorantin air-service plant two filters, each of 
about 200,000 gallons daily capacity, were placed, the first of their 
type to be built in France. Another rapid-filter plant was at Langres 
Hospital, and a slow-sand filter plant was built at the hospital at 
Chateauroux. 

At Brest a supply to provide a maximum of 3,000,000 gallons daily 
was taken from the Penfield River and sterilized but not filtered, 
since this river is very clear throughout almost the entire year, and 
a reservoir of about a week's supply, with a by-pass channel, enabled 
the worst of the turbid water to be sent by without using. 

DEEP AVELLS. 

At Bassens two unusually successful tube wells were sunk, having 
a capacity respectively of 550 and 580 gallons per minute, delivered 
water under a 40-foot artesian pressure. These wells had a depth 
of about TOO feet. At Beau Desert Hospital, near Bordeaux, a well 
1,520 feet deep was sunk, from which 500 gallons per minute were 
obtained by pumping. Other wells of smaller capacity, the deepest 
1,020 feet, were used in this vicinity and tube wells were also used 
successfully at Gievres, Montierchaume, Liffol-le-Grand, Bazoilles 
Hospital, Brest, and a number of other localities. The tube well 
was used wherever possible because it yielded clear water, thus doing 
away with a filter plant. Geological studies aided the location of 
wells. It was found, however, that generalizations as to under- 
ground water were only of limited value as the wells at Montier- 
chaume, for example, proved successful in a country which appeared 
to be very unpromising. 

STERILIZATION OF WATER. 

A section of the water supply office was organized to have charge 
of the receiving, storing, erection, and repair of automatic sterilizing 
machines used for the armies. The largest work of sterilization un- 
dertaken by the American Expeditionary Forces was that of the city 



ENGINEER SUPPLY AND CONSTRUCTION. 349 

of Tours, where about 1 part per million of chlorine was applied to 
from 4,000,000 to 5,000,000 gallons daily requiring the use of about 40 
pounds of chlorine per day. This application was made under a con- 
tract with the city of Tours by which the city agreed to pay the 
estimated cost of the chlorine while the United States gave the use of 
the machines and supervised the operations. 

LABORATORY SUPERVISION OF WATER SUPPLY. 

Water analyses laboratories for the examination of possible sup- 
plies and for the periodic examination of supplies in use were also 
provided. In general, there was a water analysis laboratory in each 
section, there being nine in the Service of Supply. In most cases 
these laboratories were established as branches of a medical labora- 
tory, but were technically responsible to the Engineer Department. 
In this manner the chlorination of the supplies was controlled. The 
laboratories were inaugurated by the joint efforts of the water sup- 
ply section of the office of the chief engineer American Expedition- 
ary Forces and that of the chief engineer line of communication, 
afterwards division of construction and forestry. 

RAILROAD WATER SUPPLIES. 

A special water problem was occasioned by the railroads, not only 
in connection with new yards and depots, but in augmenting the 
water supplies along the French railroads which were used by the 
American Expeditionary Forces. In some cases water could be 
supplied in connection with that furnished for other purposes, but 
in many cases there were needed separate installations, pumping 
from a river or well to existing French tanks or to new 50,000-gallon 
American railroad tanks, from which the water was distributed either 
through the existing French mains and railroad standpipe or through 
new 1-inch steel mains and American standpipes. A large program re- 
quiring hundreds of tanks, pumps and standpipes was under way at 
the time of the armistice. Only about 30 new tanks and 75 new 
standpipes were actually put into use, although a number of addi- 
tional roadside water stations belonging to the French railroads 
were reinforced by the addition of pumps or force mains, or both. 
This work was handled through the office of the water supply sec- 
tion in conjunction with the water supply engineer of the transpor- 
tation corps who determined the quantities of water required and 
the places at which tanks and standpipes were needed. 



350 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



ST. NAZAIRE WATER SUPPLY. 



The water supply for the city of St. Nazaire offered so many dif- 
ficulties that it constituted by far the biggest single problem. The 
city obtained its supply of about 1,000,000 gallons a day from two 
watersheds, having a combined area of about 4 square miles, with 
storage of about 160,000,000 gallons. In dry seasons this supply 
was reinforced by water brought in boats from a point about 15 
miles up the Loire River. This country does not yield deep well 
water, as it is underlaid with granitic rock. The nearest additional 
surface water free from salinity is at a distance of about 15 miles. 




(3425-F9) 



LAYING CAST-IRON PIPE LINE FEBRUARY 10, 
WATER SUPPLY OF ST. NAZAIRE. 



1919, TO INCREASE 



The combined French and American uses were estimated at 3,000,- 
000 gallons per day. In the absence of the necessary large pipe and 
pumps an attempt was made to supply water for the first season by 
an additional reservoir of about 400,000,000 gallons. French records 
showed that normal rainfall was sufficient to fill this reservoir in 
addition to those owned by the city. It was intended ultimately to 
secure a more distant source and to assure the filling of this reservoir 
by pumping. 

The winter of 1917-1918 proved to be exceptionally dry throughout 
France and not only did the new reservoir remain unfilled, but even 
the small existing reservoirs received no run-off. In this emergency, 
in the spring of 1918, recourse was had to the source at Pontchateau, 



ENGINEER SUPPLY AND CONSTRUCTION. 



351 



about 15 miles away, from which water was brought by 5 miles of 
force main supplemented by existing canals and a part of the tidal 
estuary from which the salt water was excluded by a dam. This 
makeshift tided over the summer of 1918. Early in 1919 the new 
reservoir at St. Nazaire was about three-quarters full, showing that 




she assumptions upon which the previous year's plans were based 
were normally justified. 

The St. Nazaire work involved the installation of 15 pumps, with a 
total capacity of 30,000,000 gallons daily. About 48,000 feet of 24 to 
12 inch pipe, 60,000 feet of 8 to 4 inch pipe, and elevated tanks of 
200,000-gallon capacity were used in the supply and main distribu- 
;ion systems alone. 



352 HISTORICAL, REPORT CHIEF ENGINEER A. E. If. 

WATER SUPPLY AT BREST. 

The water supply of the docks and camps at Brest and vicinity 
offered another large problem. The original French systems which 
supplied Port du Commerce, Foutras Barracks, Bougen Fortress, and 
Pontanezen Barracks were insufficient and it was necessary immedi- 
ately to make provision for an additional 900,000 gallons per day. 
A pumping station on the Penfield River was installed with a daily 
capacity of 1,300,000 gallons and 28,000 feet of pipe line were laid. 
In order to supply all portions of the projects at adequate pressure, 
pumps of a total capacity of 2,000,000 gallons per day, and elevated 
tanks of a total capacity of 100,000 gallons, were installed. Due to 
the increase in the size of the Pontanezen camp and the constantly 
increasing needs at other points this original addition to the French 
supply became inadequate and further provision had to be made. 
It was estimated that for a full supply and to permit the use of the 
French system, particularly at Port du Commerce, to be dispensed 
with, 3,000,000 gallons per day would be necessary. The Penfield 
River was selected as the source. Two reservoirs, one of 23,000,000 
gallons capacity and another of 2,000,000 gallons capacity, were built. 
Two pumping stations, containing six pumps and with a total ca- 
pacity of 4,700,000 gallons daily, were constructed. Forty-one thou- 
sand feet of 14 to 10 inch pipe and 10,000 feet of 6-inch and 4 inch 
pipe were used in the main supply and distribution system. 

MISCELLANEOUS WATER-SUPPLY WORK. 

Practically all the other large projects required water-supply in 
stallations of considerable magnitude, a few of which may be men- 
tioned as of interest. For the Savenay Hospital water supply a con 
crete arch dam 40 feet high and containing over 6,000 cubic yards 
of concrete, to provide a reservoir storage capacity of 100,000,000 
gallons, was constructed in addition to two filter plants, each of 
330,000 gallons daily capacity. Some 25,000 feet of sewer lines and 
50,000 feet of water mains were laid and a concrete standpipe of 
50,000 gallons capacity was installed. 

For the Mars Hospital supply a 10-inch force main, 5 miles long, 
was laid. A reinforced-concrete reservoir of 100,000 gallons on 
towers 30 feet high was constructed. Two pumping stations, each 
of 500,000 gallons per day, were erected. 

For the Mesves Hospital an installation practically duplication of 
that of Mars was made. At both Allerey and Beaune Hospitals some 
57,000 feet of sewer pipe and 40,000 feet of water mains were laid. 



ENGINEER SUPPLY AND CONSTRUCTION. 



353 



The installations at the Montierchaume storage depot involved the 
aying of some 30,000 feet of 4-inch, 6-inch, and 8-inch pipe ; pump- 
ng stations of a capacity of 100 horsepower ; the drilling of wells of 
i total depth of 1.700 feet; and the construction of elevated tanks 




of a total capacity of 150,000 gallons. The general intermediate 
storage depot at Gievres called for even a larger installation than 
that at Montierchaume. The deep wells at Bassens, Beau Desert, and 
elsewhere have already been mentioned. 
127071—19 23 



354 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

PURCHASE OF MATERIAL IN FRANCE. 

Much of the activity of the water-supply section was in connection 
with the location, requisitioning, and following up of deliveries of 
pipe, fittings, pumps, engines, motors, and other special material 
found in France and required on account of the slow deliveries 
from the United States. In this way practically the whole of the 
material for the St. Nazaire water supply was secured, as well as 
more than half of all the pumping machinery of any considerable size 
for the whole work of the Service of Supply. 

FIRE PROTECTION. 

The desirability of fire protection was recognized at the beginning 
of the water-supply section's work, and estimates were presented 
periodically as to tonnage required for hydrants and piping. The 
extent to which this work was justified under the limitations of 
tonnage and labor, and the generally temporary nature of war in- 
stallations, was a question requiring the decision of the highest 
authority, as the desired tonnage ran into tens of thousands. The 
water-supply section took advantage of the possibility of securing 
200 miles of 4-inch cast-iron pipe and fittings on prompt delivery 
from England to establish the policy for the large hospitals of pro- 
viding piping capable of carrying fire streams. Hydrants were also 
provided as fast as they could be obtained. The general question of 
fire protection was covered by the appointment by the commanding 
general, Service of Supply, of a bureau of fire prevention. Plans 
were made by the bureau for the installation of fire piping, reservoirs, 
and pumps in connection with many of the water-supply systems. 
However, lack of tonnage and the armistice prevented most of these 
installations from being made. 

REFERENCE DATA, WATER SUPPLY. 

Appendix No. or 
Document. file reference. 

Report, D. C. & F. to C. G., S. O. S., Mar. 12, 1919_.Appendix No. 40. 

Reports of section engineers Appendix Nos. 43 to 52, incl. 

Report, water-analysis laboratories Appendix No. 13. 

History, 2Gth Engineers Appendix No. R-26. 

Electrical Installations. 

Early in 1918 Brig. Gen. M. M. Patrick, chief engineer officer, 
line of communications, ordered Capt. (later Maj.) J. B. Jackson 
to prepare an estimate of the probable power needs of the American 
Expeditionary Forces in France. It was then foreseen that power 
would be needed for the lighting of hospitals, camps, storage depots, 
and other Army centers, as well as for operating the machinery at 



ENGINEER SUPPLY AND CONSTRUCTION. 355 

many shops for ordnance, motor truck, locomotive, and miscellaneous 
repair work. A thorough investigation of the situation was made 
and a report submitted estimating that the constructing program 
then contemplated would involve the utilization of 31,000 kilowatts, 
sufficient to keep about one and a quarter million electric lights 
burning. 

As soon as these findings had been submitted, a department was 
organized under the chief engineer, line of communications, charged 
with the duty of making all investigations relative to power sup- 
ply either from French sources or from power plants installed by 
the American Expeditionary Forces. The policy was adopted of 
utilizing, wherever possible, French power systems both by build- 
ing transmission lines and by increasing the capacity of plants with 
machinery purchased by the United States Government. 

FRENCH POWER MOBILIZED. 

All of the power-producing plants of France had been mobilized 
under Government control and placed under the French Ministere 
de l'Armament, from which it was necessary to obtain authority for 
the use of any power from French sources, by means of requests 
made through a centralized agency of the American Army. Inas- 
much as the Ministere de l'Armament, as well as a large number of 
the main offices of the larger power companies, were located in Paris, 
it was decided that an American agency should also be located 
there. This resulted in the formation, by virtue of General Orders, 
No. 8, General Headquarters, American Expeditionary Forces, 1918, 
of what was called the technical board, placed under the control of 
the general purchasing agent and through the latter reporting to the 
commanding general, Service of Supply. 

At the time of the creation of the technical board, its services as 
an advisory and coordinating agency were undoubtedly desirable 
because of the fact that control of construction work in the American 
Expeditionary Forces was not then unified, and three or more inde- 
pendent services were engaged in projects involving the use of 
power upon a comparatively large scale, with the resulting danger 
of competition among themselves and of straining an already over- 
taxed supply. 

This situation was, however, changed when General Orders, No. 41, 
General Headquarters, American Expeditionary Forces, consolidated 
ill construction work under a single control, namely, that of the 
3hief engineer, American Expeditionary Forces. Thereafter the 
technical board should have been placed under the direct control of 
the chief engineer, American Expeditionary Forces, since its views 
ind policies could be made practically useful only through their 



356 



HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 



being put into effect by some agency charged with work of construc- 
tion. In the American Expeditionary Forces the only agency en- 
gaged in the construction and installation of electric light and power 
plants was the director of construction and forestry, who had suc- 
ceeded to the functions of the chief engineer, line of communica- 
tions, while the Engineer purchasing officer was, or should have 
been, the sole agency in the American Expeditionary Forces engaged 
in the purchase of electric light and power machinery and supplies 
in Europe. The activities of the technical board, therefore, im- 
pinged upon those of the two Engineer agencies just named, both 
controlled bv the chief engineer, American Expeditionary Forces. 




(583-S8) ELECTRIC SUBSTATION AT ORDNANCE BASE DEPOT AT MEHUN. 

On questions of a technical nature, connection between the tech- 
nical board and the Engineer Department was actually made through 
the Engineer purchasing officer in Paris, was charged with Engi J 
neer purchases in Europe and in respect to them came in contact 
with the general purchasing agent. 

In the formation of the division of construction and forestry 
which succeeded to the work of the chief engineer, line of commu- 
nications, all engineering, both design, supervision and construc- 
tion in connection with electric power, was allotted to an electrical- 
mechanical section which had been consolidated with other sections 
into the plant construction division under Maj. Van Zile. The 



ENGINEER SUPPLY AND CONSTRUCTION. 



357 



ivork embraced all electrical and mechanical plants with the excep- 
aon of water-supply installations. Wherever necessary the views 
)f the technical board regarding proposed installations were solic- 
ted, but as a rule conditions indicated the most advantageous plan 
possible under the rigid limitations existing in France. 







Pf! I 










in 


• 


f 




1 





O O 

111 CO 



WHERE ELECTRIC POWER WAS NEEDED. 



Under the direction of the electrical-mechanical section were 
placed all electrical installations for hospitals, involving about one 
lundred and fifty 1,000-bed units, including the 20,000-bed hospitals 
it Mesves, Mars, Savenay, and Beau Desert, 10,000-bed hospitals at 
Beaune and Allerey, 5,000-bed hospitals at Perigueux, Kerhoun, 



358 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

Reignac, Avione, La Suge, and Montoir, the latter four of which 
were just started at the date of the signing of the armistice. 

Steam-generating stations. — Steam-generating stations involving 
approximately 3,000 kilowatts of power were designed and in process 
of construction when the armistice was signed. The larger of these 
were the 900-kilowatt plant for the bakery and storage project at 
Is-sur-Tille ; a 1,000-kilowatt plant for the Bassens project, de- 
signed as an emergency stand-by unit for the American Army 
requirements to operate on a double-bus system with the system 
of the Energie Electrique du Sud-Ouest at that location; a 750- 
kilowatt plant for the air-service assembly and repair shops at 
Romarantin. Both of the latter plants were obtained in Spain, 
being complete power plants purchased on the ground, dismantled 
and shipped to France. A 650-kilowatt steam-generating plant was 
erected at Gievres in the refrigerating station to supply electric 
light at this locality. The design and construction of a 3,500-kilo- 
watt plant at Aytre was being handled directly by the section Engi- 
neer officer, base section No. 7, to supply power for the car works 
at La Rochelle and docks at La Pallice. 

Substations. — Three thousand kilowatts, in rotary converter sub- 
stations, were designed and under construction. These were at 
Neuvy Pailloux to serve the tank factory; at Marseille, La Pallice, 
and St. Nazaire, to serve gantry cranes. A 2,500-kilowatt substation 
based on plans furnished by the ordnance department was con- 
structed at Mehun to serve the ordnance shops. This installation 
necessitated the augmentation of an existing plant at Mazieres, near 
Bourges, with a 5,000-kilowatt turbine generator unit and construc- 
tion of approximately 9 miles of 33,000-volt transmission line. The 
power requirements of the shop on October 1 were approximately 
2,500 kilowatts, with an ultimate requirement of 7,200 kilowatts. 
Installation was made by Company B, 38th Engineers. A 2,500- 
kilowatt substation designed by the transportation department was 
constructed at Bassens to serve the projects at that point. Of this 
station 1,500 kilowatts was in rotary converters and the remainder 
in transformers for miscellaneous light and power, the work being 
done by Company B, 38th Engineers. 

Transmission lines. — One hundred and twenty-five miles of trans 
mission line were constructed or under way. Low-tension distribu- 1 { 
tion systems and interior wiring of all hospitals, storage yards, ware- 
houses, docks, shops, schools, and camps in the Service of Supply 
were installed. 

Arrangements were made wherever possible to use electric power 
for all activities, including pumping, because of the recognized fuel 
economy in one large central plant as compared with a number of 
small units. 



Pi! 



ENGINEER SUPPLY AND CONSTRUCTION. 359 

The signing of the armistice brought about the cancellation of a 
large share of the electrical construction program. It became neces- 
sary to arrange cancellations of many unfilled requisitions in depots, 
as well as a great number of orders which had been placed in the 
European market. However, a few projects remained which were 
of a very urgent nature, particularly those connected with ports 
through which troops would embark for the United States. 

The locations of the principal mechanical plants for electric power 
purposes is shown on the accompanying map. 

REFERENCE DATA, ELECTRICAL INSTALLATIONS. 

Appendix number 
or file reference. 

Report D. C. & F., to C. G., S. O. S., Mar. 12, 1919 Appendix No. 40 

Report, plant construction section, D. C. & F Appendix No. 41 

Personal experience report, Capt. J. B. Jackson Hist.-Tech. File No. 2166 

Reports of section engineers Appendix No. 43-52, incl. 

Report, technical board Appendix No. 58 

Gasoline Storage. 

To the Engineer Department the Army's demand for liquid fuel 
meant the construction throughout France of gasoline and oil 
storage centers, the inception of which dates from the fall of 1917, 
' when the prospect of 2,000,000 men in the American Expeditionary 
, Forces led the chief engineer, line of communications, to formulate 
a plan of storage adequate to the needs of the increased force. 
I French consumption per month per man was found to be 1.87 gal- 
lons. A per capita consumption per month for the American troops 
was arbitrarily set at 2.25 gallons, and all storage facilities were 
1 based on that figure. 

On the basis adopted for the storage of all supplies, storage was 
required for 13,450,000 gallons of gasoline with the following distri- 
bution : Seacoast, 6,725,000 gallons ; intermediate, 4,500,000 gallons : 
1 and advance areas, 2,225,000 gallons. 

; In October, 1917, La Pallice, St. Loubes, Blaye, and Furt were 
' recommended as sites for the installation of eight 25,000-barrel 
! tanks, giving a total storage, including facilities early acquired at La 
Pallice from the Bedford Petroleum Co., of 11,600,000 gallons. Rec- 
ommendations were also made that tanks of smaller capacity be 
requisitioned from the States, and on October 10, 1917, an order was 
placed for the eight 25,000-barrel tanks, nine 10,000-barrel tanks, and 
one hundred and forty 320-barrel tanks. 

Four tanks were erected at La Pallice, two at Blaye, and one at St. 

Loubes. The tank to have been erected at Furt was never finished. 

1 Five of these tanks were in operation at the cessation of hostilities, 

but owing to the failure of the concrete footing under one of the 

tanks at Blaye and the inability to secure material for pipe lines and 



360 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

pumping plant, the two at Blaye, though finished, were never 
operated. 

Footings for all tanks were installed by French contractors and 
the tanks were fabricated by the James Stewart Co. in the United 
States and erected by that company in France. 

Intermediate storage was provided at Gievres through the erec- 
tion of four 10,000-barrel tanks. The shops for the fabrication of 
small tanks at Gievres completed and tested sixty-nine 300-barrel 
tanks and one hundred and fifty 150-barrel tanks. Of this num- 
ber twenty-nine 300-barrel tanks and one hundred and nineteen 150- 
barrel tanks were shipped to various distributing station sites. To 
facilitate installation all component parts were marked and shipped 
with the smaller tanks. Installation of intermediate and 300 and 150 
barrel tanks was done largely by the James Stewart Co. under the 
supervision of Engineer officers. Thirty-seven complete smaller 
stations were distributed, 17 of which were installed, the remainder 
being canceled at the cessation of hostilities. 

REFERENCE DATA, GASOLINE STORAGE. 

_ . , . Appendix number 

Reports of section engineer officers in base sections or file reference. 

2 and 7, and in intermediate (west) Appendix No. 44, 49, and 50 

D. C. & F. files on Blaye, Furt, St. Loubes, and 

La Pallice D. C. & F. Files 

Personal experience report of Maj. Harry Van 

Zile ^ Hist.-Tech. File 455 

Refrigeration and Bakeries, 
refrigerating plants. 

In addition to such cold storage as could be secured from the French, 
the division of construction and forestry built plants for the storage 
of frozen meats that gave a total refrigeration space of 14,900 tons. 
Facilities for the production of 500 tons of ice per day were also 
provided. 

The plants at Gievres and at Bassens, built according to plans fur- 
nished by the Quartermaster Corps, were the largest, Gievres having 
a capacity of 7,500 tons and Bassens 6,000 tons. These figures are 
based upon full utilization of refrigerated space; that is, with 
elimination of alleyways. The original rated capacities of these 
plants, making liberal allowances for alleyways, were 5,200 and 4,000 
tons, respectively. 

Plans were prepared and equipment obtained from the United 
States for the duplication of the Bassens plant in the advance sec- 
tion, as well as for the duplication of the cold-storage building at 
the Gievres plant. Plans were also made for a 400-ton plant at 
Marseille, but these three projects were canceled by General Orders, 



ENGINEER SUPPLY AND CONSTRUCTION. 



361 



No. 54, Headquarters, Service of Supply, 1918. A beef-storage 
plant at Bendorf, Germany, for the suppty of the Third Army, was 
authorized February 6, 1919, and is included in the total figures 
given above. 

The beef-storage plant at Bassens is cork insulated throughout, 
100,000 cubic feet of cork, obtained in the vicinity of Bordeaux, 




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I having been used in the insulation. The floor is reinforced concrete 
over cork board on a 4-foot sand fill. The cold-storage rooms con- 
tain 25-| miles of 2-inch standard pipe. The engine room is modern 
in every detail; the refrigerating machines are driven by cross- 
compound condensing Corliss engines; the boiler has a capacity of 
900 horsepower; and the reinforced concrete reservoir has a capacity 



362 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



of 130.000 gallons of water. Due to the use of cork insulation and 
improved design, the amount of lumber used was only 931,000 feet, 
board measure. The plant began operation in June, 1918. Reference 
to the chapter on "Depots'" will give detailed information on the 
Gievres refrigerating plant. 

BAKERIES. 

Of the several mechanical bakeries constructed by the division of 
construction and forestry, that at Is-sur-Tille was the largest, hav- 
ing a normal production of 800,000 pounds daily, and an emergency 
output of 1,000,000 pounds. Plans for the construction were fur- 
nished by the Quartermaster Corps. The construction involved the 



■ 


:, 




\ 




Jivt*Ht£l« 


t-L 1: m 


; \ 







(390-S8) INTERIOR OF BAKERY BUILDING AT CAMP GENICART. 

erection of two steel-truss buildings, each 240 by 380 feet, with cor- 
rugated roof and sides and concrete floors throughout. All the 
machinery in the plant was electrically driven, power being furnished 
from a modern steam turbo-generating plant of 900-kilowatt capac- 
ity, the power house being a separate building 55 by 125 feet. Ovens 
were built in accordance with the standard British practice, in 
groups of seven, so arranged as to reduce to a minimum the chances 
of the entire plant being disabled at one time. 

Mechanical bakeries of 150,000 pounds per day capacity were 
built at Brest and Bordeaux, and one installed at St. Nazaire had a 
capacity of 120,000 pounds. At the cessation of hostilities plans had 
been prepared for the construction of a bakery at Liffol-le-Grand 
with a capacity of 400,000 pounds daily. Plans were furnished for 



ENGINEER SUPPLY AND CONSTRUCTION. 363 

the construction of field bakeries with an aggregate capacity of 
600,000 pounds daily. Construction of facilities capable of produc- 
ing 500,000 pounds daily was completed before the issuance of Gen- 
eral Orders, No. 54, Headquarters, Service of Supply, 1918. 

REFERENCE DATA, REFRIGERATION AND BAKERIES. 

Appendix number 
Report, D. C. & F. to C. G., S. O. S. (through C. E.), dated or file reference. 

Mar. 12, 1919 L Appendix No. 40 

Reports of section engineers, base section No. 2, intermediate 

section west, and advance section Appendix No. 44, 50, and 52 

Road Work in the Service or Supply. 

Road construction and maintenance was originally assigned as one 
of the activities of the director general of transportation, who was 
intended to have charge of construction and operation of all lines 
of communication. Some attempt at a subsidiary organization for 
this work was made, but very little actual construction done in the 
field. Later on, when this department was restricted to the opera- 
tion of railways and a separate construction department formed, 
road work in the advance section was assigned to the department of 
light railways and roads (see p. 116) , and all road work in base and 
intermediate sections included as part of the activities of the director 
of construction and forestry. During the early part of 1918 very lit- 
tle actual road construction and maintenance work was done under 
any of these departments. All activities were concentrated on works 
of vital necessity at that time. Such roads as were constructed were 
those made necessary to provide access to utilities, and a small 
amount of absolutely necessary maintenance work was done. 

The program of work under the department of construction and 
forestry covered the lines of communication running from the base 
ports to the advance section. At the beginning of the year 1918 
these roads were in better condition than those in other parts of France 
where the Allied Armies had been operating, and although it was 
impossible to furnish troops adequately for necessary maintenance, 
the roads stood up well under intense automobile traffic until the be- 
ginning of wet weather in the late autumn. It was realized, how- 
ever, early in the summer, that systematic maintenance would be nec- 
essary and a separate division was organized as part of the general 
construction section under the director of construction and forestry, 
to direct and supervise this work. Study was made of the roads in 
use by the American Expeditionary Forces in each section and nec- 
essary road work classified under three heads: First, main lines of 
communication; second, minor roads utilized in distributing sup- 
plies to projects or to divisional areas where troops were concen- 
trated; third, new roads required for the necessary communication 



364 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 




PORTABLE ROCK CRUSHER ON ROAD BETWEEN TOURS AND GIEVRES. 




CATERPILLAR TRACTOR AND TRAILERS FOR HAULING CRUSHED ROCK ON 
ROAD BETWEEN GIEVRES AND BOURGES. 



ENGINEER SUPPLY AND CONSTRUCTION. 



365 



with hospital sites, storage yards, camps, etc. Total mileage of each 
class of road by sections is shown in the following table: 



Section. 



Lines of 
communi- 
cation . 



Miles. 

Base section No. 1 3(57 

Base section No. 2 235 

Base section No. 5 13 

Base section No. 7 75 

Intermediate section (east) 710 

Intermediate section (west) 350 

Advance section 250 

Total 2,000 



Existing 

roads in 
projects. 



.\files. 
28.5 
36 
3.5 



7.5 



New roads 
to be built. 



-Wles. 



107 



In each section an officer was designated by the section engineer 
to act as superintendent of roads, and had under his direction the 
necessary assistants for office work and supervision of the field opera- 
tion, which were in general carried on by troops temporarily or per- 
manently assigned for the purpose, as well as in some cases by Chi- 
nese labor or civilian forces hired for the purpose. All roads being 
of macadam construction, necessary material required consisted only 
of crushed rock. This was procured in two ways, either by purchase 
from existing French quarries whenever available or by the opera- 
tion of local quarries, worked by our own forces, using portable 
crushing plants and wagon or motor transportation. 

When the division of roads of the division of construction and 
forestry took over the supervision of all repairs in Service of Supply 
areas there were in all the sections small organizations maintaining 
such roads as were most vitally in need of repairs, but there had not 
been the opportunity to work out a comprehensive plan for road 
work, nor had the necessary machinery been ordered or the troops 
provided. A matter of first importance was. therefore, to plan a 
program for future work and make requisition for necessary troops 
and equipment. On August 1, 1918, the equipment on hand and the 
organizations in charge of road work were as shown in subjoined 
table : 



Crushers 8 

Compressors 6 

Drills 11 

Dump trucks 93 

Dump wagons 67 

Graders 8 

Plows (railroad) 12 

Trailers 6 



Plows (rooter) 4 

Rollers 23 

Scrapers (slip) 2 

Scrapers (wheel) 20 

Scarifiers 4 

Sprinklers (motor) 15 

Sprinklers (horse) 14 

Tractors 7 






366 HISTORICAL REPORT CHIEF ENGINEER A. B. P. 




■*sr 




HI^H 









fi 


EpW< 




- 1 1 

• - 



ENGINEER SUPPLY AND CONSTRUCTION. 



367 



Section . 


Officers. 


Men. 


Base section No. 1 


10 
18 

None. 

None. 

None. 

None. 

None. 
3 
5 
8 


600 




1 100 














Base section No. 6 








Intermediate section (east) 


100 


Intermediate section (west) 


220 


Advance section 


500 







There were in France, August 1, 1918, 1,150,000 troops, and the 
troop program for the future was approximately as follows: 

To be in France — 

Sept. 1, 1918 1,450,000 

Oct. 1, 1918 1,750,000 

Nov. 1, 1918 2,050,000 

Dec. 1, 1918 2,350,000 

Jan. 1, 1919 2,650,000 

Feb. 1, 1919 2,950,000 

Mar. 1, 1919 3,250,000 

Apr. 1, 1919 1 3,550,000 

May 1, 1919 3,885,000 

June 1, 1919 4,235,000 

July 1, 1919 4,585,000 

It was estimated that there would be needed at least 15,000 special 
road troops in addition to labor battalions and details from combat 
units for maintenance throughout the winter, or a total of 30,000 to 
be employed on this work throughout the lines of communication 
by July 1, 1919, when it was expected that there would be an Ameri- 
can Army of nearly 5,000,000 men in France. The necessary ma- 
chinery to maintain the lines of communication adequately was 
estimated and two requisitions were prepared, one of August 6, 1918, 
and one of October 17, 1918, which were forwarded for purchase to 
Washington, These requisitions covered the following equipment : 



Compressor plants, with power — 120 
Drills (complete with hose and 

connections) 480 

Orill steel (tons) 200 

Decauville cars and track 500 

Orusher plants, with power 120 

Rollers (10-ton) 120 

Rollers (5-ton) 50 

Scarifiers 80 

Tractors, 15 to 30 horsepower 40 

Tractors, 75 horsepower 80 



Graders (12-foot) 80 

Graders (8-foot) 40 

Scrapers (slip) 300 

Scrapers (wheel) 300 

Plows (light) 300 

Plows (railroad) 300 

Plows (rooter) 300 

Harrows 300 

Dump wagons 1, 000 

Sprinklers 120 



368 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



I'p to the date of the signing of the armistice, none of this machin- 
i rv had been received, but there had arrived on a former requisition 
prepared in the office of the chief engineer, American Expeditionary 
Forces, the following road equipment : 

Crusher plants, with power 17 

Rollers (10-ton) 23 

Dump wagons 262 

The road equipment that was available in the Service of Supply 
areas at the time of cessation of hostilities is shown as follows. Many 
of these items were rented or purchased locally : 

Roail equipment in Service of Supply areas. 






Air compressors 20 

Crushers 24 

Drills 38 

Engines (gas) 14 

Engines (steam) r — 10 

Graders (road) 10 

Loaders (wagons) 2 

Plows 23 

Rollers (gas) 24 

Rollers (steam) 29 

Rollers (horse) 2 

Scrapers (slip) 170 



Scrapers (wheel) 140 

Scarifiers 4 

Sprinklers (motor) 2 

Sprinklers (horse) 30 

Tank wagons 4 

Tractors (gas) 28 

Tractors (steam) 3 

Trailers 10 

Trucks (dump) 88 

Trucks (cargo) 200 

Wagons 340 



During the last month of the campaign the successive advances of 
the American front necessitated a great amount of road construction 
to maintain the lines of communication, and the great shortage of 
machinery and equipment required that all available be taken from 
the zone of the Service of Supply, and accordingly there was removed 
from Service of Supply road work the following equipment : 



Compressors with power, drills, etc_ 2 

< 'rusher plants, with power 4 

Rollers (10-ton) 6 

Scarifiers 2 

Tractors 4 



Road graders •" 

Mack dump trucks 90 

Sprinkler trucks 6| 

Sprinkler wagons 4 






:., 









A considerable quantity of small tools was available, and at the 
time of the signing of the armistice orders had been given for the 
forwarding for use at the front of all portable crushers in use at 
base and intermediate sections. 

Immediately after the conclusion of the armistice, the departments 
of military engineering and engineer supplies canceled all requisi- lit 
tions for road machinery and equipment that had been placed in l 
the United States, and consequently none of the machinery that ii 
had been ordered under the program previously noted was ever 



ENGINEER SUPPLY AND CONSTRUCTION. 369 

received, although cable advices indicated that a considerable quan- 
tity of it was on the wharves ready for shipment by November 11. 

The motor traffic on the lines of communication did not diminish 
during the early part of the armistice period, which was coincident 
with the arrival of rainy weather. Due to insufficient maintenance, 
many sections of the main lines of communication began to dete- 
riorate. Added to the necessity of maintenance on these roads was 
the need for constructing roads across the regions where hostilities 
had been carried on and for their extension into the occupied terri- 
tories. Further, the added traffic brought on roads and divisional 
areas in the advance and intermediate sections as troops were brought 
back to rest areas pending their embarkation served to increase the 
amount of road-repair work required. 

After conference between the American and French authorities 
an agreed plan for the maintenance of roads was formulated and 
published as General Orders, No. 2, General Headquarters, January 
2, 1919. This order directed that all roads in continued use by the 
American Expeditionary Forces be maintained and kept in repair 
by our forces. In view of the shortage of machinery, it was ordered 
that work be done as far as possible by hand, employing the large 
inumber of idle troops for the purpose, and that the French canton- 
mier system of maintenance be adopted in principle, utilizing small 
detachments distributed over long sections of road rather than con- 
centrating large units for work at one point. By this order all 
'road work in France and Luxemburg was placed under the division 
of construction and forest^. Road work in the occupied territories 
was placed under the direction of the commanding general, Third 
'Army, although the director of construction and forestry exercised 
general supervision in order to coordinate the entire scheme of road 
work in the American Expeditionary Forces. 

In accordance with this order the director of construction and for- 
estry made a change in his office, establishing a new road section 
'inder the general supervision of Col. J. H. Graham, with Maj. H. W. 
Durham as his principal assistant. Construction in the field, as 
oefore, was under the supervision of the respective section Engineers, 
pand the authority of the Engineer of the advance section was ex- 
pended to include supervision in Luxemburg and in the occupied 
territories of the work carried on by the Third Army. As a pre- 
iminary step, all section Engineers were immediately directed to 
i nake a complete new survey of road conditions in their respective 
ireas, reporting all the mileage necessitating repair and maintenance 
classified as to whether necessity existed, first, for complete resur- 
facing; second, light resurfacing and repairs, or third, filling of pot 
127071—19 24 



370 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 



holes and worn spots only. They were also directed to arrange imme- 
diately for the necessary troops to do this work and for their dis- 
tribution as might be required, ancT to arrange for the necessary rock 
supply either by developing quarries then in use, by opening new 
quarries, or by procuring rock supplies from existing quarries oper- 
ated by the French. A compilation of reports received in accordance 
with these directions showed the following amount of road work to 
be undertaken: 

Mileage. 

Base section No. 1 520 

Base section No. 2 800 

Base section No. 5 50 

Base section No. 7 300 

Intermediate section (west) 1,520 

Intermediate section (east) 350 

Advance section 3, 180 



Total 6,720 



' :| i 



ih; 



The organizations in charge of road work in the various sections 
were expanded as necessity developed. Other construction work 
having largely reached an end, it was possible to concentrate atten 
tion very largely on these activities. 

Coincident with the issuing of orders for the concentration of men 
on road repairs the office of the director of construction and forestry. : . r] 
devoted its particular attention to securing cooperation with the 
French road authorities in order to obtain all available assistance 
from them, and also to securing whatever machinery and equipment 
could be found in the American Expeditionary Forces, either held 
in storehouses or being salvaged from work in the advance section 
where it was no longer needed. To secure French cooperation the 
matter was taken up directly with the director of military roads in 
the department of public works of the French Government, Col. 
Mahieu, who, in conformity with the understanding existing be 
tween the French and American military authorities, issued orders 
to all chief engineers of departments calling their attention to the 
road repair program of the American Army, and directing their co 
operation in supplying crushed rock for road repairs, by indicating 
to the American authorities additional sources of supply and by loan- 
ing to them whatever road machinery might be available. 

The greatest shortage in the American equipment at this time was 
road rollers. Consequently special attention was directed to pro- 
curing for major repairs as many as could be found. It was dis- 
covered that a considerable number of these were in the hands of the 
French road authorities at Versaille and other points, and applica- 
tion made to them resulted in their agreement to send 48 from their 



•; 



ft( 



■i 



ENGINEER SUPPLY AND CONSTRUCTION. 371 

stock. At the same time those privately owned were rented wherever 
possible. A small number of portable crushers in the Engineer 
storage depots were distributed for immediate use. At the same time 
search was made in all sections for commercial quarries and for 
stocks of crushed rock. 

The next most vital necessity to permit of the utilization of the 
forces available was transportation, both motor and rail. Energetic 
steps were taken to secure motor vehicles as fast as they could be 
made available and turned over to the section Engineers, and ar- 
rangements were made through the Transportation Corps for sup- 
plying cars for the moving of crushed rock from quarries distant 
from the scene of work. It was developed that commercial supplies 
of crushed rock could be found only in a few portions of France, first 
in the hilly country extending from the Vosges and down toward 
Auvergne; second, in western Normandy and Brittainy; third, in 
the Province of Vendee; and fourth, in the vicinity of the Pyrenees 
and the hilly country immediately north of that region and east of 
Bordeaux. In other regions rock supply was mainly secured from 
: small quarries operated with portable equipment by our own forces. 
At the commencement of the enlarged program, particular atten- 
tion was directed to three regions and immediate steps taken to 
i supply equipment for work here. First, territories in which the 
'; armies had been operating where, naturally, roads were in worse 
' shape and the necessity for continuous transporation most impor- 
tant; second, the embarkation camp at Brest, on which a very con- 
centrated traffic was thrown with the beginning of the return of 
troops to the States ; and, third, the divisional areas around Le Mans, 
into which troops scheduled for return were moved to await ship- 
ping. Due to its greater mileage, the advance section called for a 
larger amount of road machinery than any other, and in this re- 
gion there were immediately distributed all salvaged rollers and 
other machinery which had been in use during active military opera- 
tions. The Pontanezen Camp suddenly outgrew the available rock 
supply in that vicinity, and it also became necessary to concentrate 
on this point, and to divert there, temporarily, rock shipments origi- 
nally intended for adjacent sections. At the same time the rapid ex- 
pansion of billeting areas around Le Mans threw a heavy traffic on 
surrounding highways which had heretofore received no attention, 
and developed a need of maintenance work and supply of crushed 
rock only secondary in importance to the work at Brest. 

By March, 1918, organizations in all sections had been properly 
developed and adequate supplies of crushed rock were secured, or 
were in process of acquisition, and enough major repairs had been 
made to permit of concentrating on maintenance. The following 



372 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

table shows number of troops on work and the weekly supply of rock 
at this time: 



Section. 



Rock 
distributed 

during 
week 
(tons). 




Base section No. 1 — St. Nazaire 

Base section No. 2— Bordeaux 

(Gravel distributed during week, 1,365 tons.) 

Base section No. 5— Brest 

Base section No. 7— La Rochelle 

(Gravel distributed during week, l(j(i tons.) 

Intermediate section (west) — (iievres : 

Intermediate section (east) — Nevers 

Advance section— Xeufchateau 



Total number of men on road and quarry work in France 109, 455 

Total tons of rock distributed during the week (Mar. 1, 1919) 51,375 

By April 1, 1919, crushed rock was being received from ahout 78 
quarries in France in the base and intermediate sections, exclusive 
of those operated in the advance section. Of this number 9 were in 
base section No. 1, 17 in base section No. 2, 8 in base section No. 
5, 4 in base section No. 7, 3 in intermediate section (west), and 9 in 
the intermediate section (east). Of this total, 45 were operated by 
American forces and 33 by the French. The larger quarries, with 
their daily outputs, included St. Etienne, 350 cubic meters ; Brest No. 
2, 281 cubic meters; Bruz, 180 cubic meters; Villeneuve, 160 cubic 
meters; La Fontaine-Sees, 230 cubic meters; St. Ouen, 205 cubic 
meters ; and Mesves, 121 cubic meters. 

The extent of the road work is indicated by figures of the director 
of construction and forestry, covering the 10-day period, March 11 
to 20, 1919, inclusive, during which time 98,500 men were employed 
on road work in France, Luxemburg, and occupied Germany, and 
127,000 tons of rock were handled. From the beginning of the year 
to the middle of April, 1919, it was estimated that 865,000 tons of 
rock had been employed on road repair and maintenance in France 
and Luxemburg and 200,000 tons in occupied Germany. 

By far the largest amount of work was done in the advance section, 
where, on April 10, 32,361 men were engaged on road work. The dis- 
tribution of the road force in the base and intermediate sections on 
April 10, 1919, was as follows: Base section No. 1, 4,839 men; base 
section No. 2, 6,151 men; base section No. 5, 1,930 men; base section 
No. 7, 1,293 men; intermediate section (west), 12,424 men; interme- 
diate section (east), 2,716 men. The above figures include labor by 
troops and prisoners of war. 

To reduce the amount of work on roads in the advance section, 
Bulletin No. 30, General Headquarters, April 10, 1919, prescribed that 
after April 15, 1919, only one road would be maintained by American 
troops from the American areas in eastern France to Luxemburg and 






ENGINEER SUPPLY AND CONSTRUCTION. 373 

occupied Germany. Instructions specifically limited all trucks, 
whether going to or returning from Luxemburg, to this one road, be- 
tween Neufchateau and Luxemburg by way of Vaucouleurs, Void, 
Commercj', St. Mihiel, Verdun, Etain, Spincourt, Longuyon, Longwy, 
Luxemburg. 

The policy was adopted, in so far as it was possible to do so, to use 
prisoners of war on road work; in April, 1919 the number thus em- 
ployed totaled 16,000, the majority of them being stationed in the ad- 
vance section. As rapidly as possible American troops employed on 
road work were relieved by prisoner companies, while the effort was 
made to substitute French cantonnier and civilian labor to release 
American troops for return to the United States. 

REFERENCE DATA, ROADS. 

Appendix number 
or file reference. 

Report, D. C. & F. to C. G., S. O. S., Mar. 12, 1919 Appendix No. 40. 

Reports, section engineers Appendix No. 43-52, inch 

Monthly reports and history, 23d Engineers Appendix No. R-23. 

Air Service Construction. 

At the time of the armistice two-thirds of all authorized covered 
storage for the air service had been completed. This space totaled 
7.575,103 square feet, was divided among approximately 30 main 
projects, and afforded depots for the storage of planes and spare 
parts, for the salvage of machines disabled at the front, and for the 
rebuilding of all motor transportation required by the air service. 

The largest of the air service installations was the main assembly 
and salvage depot at Romorantin, near the large storage depot at 
Gievres. It contained not only shops, storehouses, warehouses, and 
hangers for the storage and repair of planes and motor vehicles used 
by the air service, but later authorizations included a balloon depot 
and repair station and a 1 ,000-bed hospital. 

Construction at Romorantin was authorized December 27, 1917. 
The Engineers began grading for trackage January 21, 1918, and 
the same day air service personnel began erecting barracks. The 
working forces steadily increased until the maximum of 2,684 men 
were employed. When the armistice put a stop to all air service 
construction the Romorantin depot was 65 per cent complete, 2,032,000 
square feet of the 2,804,200 square feet authorized space being ready 
for occupancy. 

The construction consisted of 1,297,000 square feet of shops, 765,200 
square feet of storehouses and hangars, 616.000 square feet of bar- 
racks, and 126,000 square feet of hospital space. 

Completed construction at Romorantin included 5 fabrication 
plants, each 500 feet square; 5 warehouses, each 50 by 400 feet; 1 
storehouse, 50 by 400 feet; a motor transport unit containing 50,000 



374 



HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 



square feet; 6 buildings for the storage of engines and spare parts, 
giving a total of 150,000 square feet; 307 barracks, giving 616,000 
square feet of space; 2 quartermaster storage warehouses, 50,000 




(3502-V8) STEEL-FRAME HANGAR CONSTRUCTION FOR AIR SERVICE 
AT LATRECEY. 

square feet; hangers yielding a total covered storage of 371,000 
square feet; a 1,000-bed hospital, 126,000 square feet; machine-gun 
test shed; 2 engine test sheds; and a balloon storage hanger, 24,200 




(3195-D8) TYPES OF STRUCTURE AT ISSOUDUN AVIATION INSTRUCTION 

CENTER. 

square feet. Approximately 11 miles of track were laid and the 
surfacing of 119,500 square yards of roads. The foundations for a 
750-kilowatt power plant had been laid, and the machinery was in 
place when construction was stopped. 




3 



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CORPS OF ENGINEERS U.S. ARMY 




127071— 19. (To face page 374.) 



ENGINEER SUPPLY AND CONSTRUCTION. 375 

The fabricating plants were the largest pieces of construction. In 
all, five completed plants there were used, English, French, and 
American steel units, and each fabricating plant contained at least 
eight of these units, depending upon the size or the kind of units 
used. Most of the hangars erected were of the American steel-frame 
type, 65 by 100 feet, complete details of which are found in Ap- 
pendix 50. 

There was considerable clearing and draining necessary to make 
the two completed flying fields, totaling 585 acres, ready for use. 

Although the work was done under the administration and direc- 
tion of the section engineer, intermediate section (west), most of 
the personnel used came from aero construction units and tempo- 
rarily assigned troops of other branches of the service. Several 
Chinese labor companies were also employed. 

Among the other larger installations made for the air service 
were those at Issoudun, Orly, Latrecey, St. Jean des Monts, Tours, 
Colombey-les-Belles, and Aulnat, though none of these installations 
were complete when hostilities ended. 

An acceptance park was built at Orly, near Paris, as well as an 
experimenting field and an air-service depot. All construction au- 
thorized there had been completed, total space being 616,000 square 
feet. An aerial gunnery school was erected at St. Jean des Monts. 

Minor installations were made for the air service at Amantry, 
Autreville, Chatillon-sur- Seine, Chatenay, De Louze, Ourches, 
Vaucouleurs, and Vinets, in the advance section ; and at St. Maxient, 
in the intermediate section. 

In all construction most of the covered storage was afforded by 
the erection of either English, French, or American steel hangars, 
complementary construction, including the erection of barracks, 
latrines, mess halls, etc. 

REFERENCE DATA, AIR-SERVICE PROJECTS. 

Appendix number 
Report, D. C. & F., to C. G., S. O. S. (through C. E.), or file reference. 

dated Mar. 12, 1919 Appendix No. 40. 

Reports of section engineers Appendix No. 50 and 52. 

Construction for Motor Transport Corps. 

The principal work done by the division of construction and for- 
estry for the Motor Transport Corps consisted of the construction of 
motor reception parks at base ports. The installations at Brest were 
among the largest, three separate parks being built. Near the Port 
du Commerce, 8 small buildings were either overhauled or built, the 
largest being a garage 25 feet by 230 feet ; in the Place de la Liberte, 
a repair shop and 2 garage sheds were erected ; in the Rue de Paris, 






376 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 




(1258-F9) BUILDING FOR MOTOR RECEPTION PARK CONSTRUCTED AT BREST. 




(3389-F9) STEEL-FRAME BUILDINGS ERECTED AT MOTOR RECEPTION PARK 

NEAR BASSENS. 



ENGINEER SUPPLY AND CONSTRUCTION. 377 

14 buildings were erected. The largest of the latter group was an 
erecting shop with a floor area of 20,000 square feet. 

Motor reception parks were either built new or installed in rehabil- 
itated French buildings in Le Havre, La Pallice, Bordeaux, and Mar- 
seille. In each case they included buildings for the storage of new 
cars, the repair of trucks, motor cycles, and automobiles, and the 
storage of spare parts, besides the buildings for operating personnel. 

Other installations for the Motor Transport Corps included over- 
haul parks in the intermediate and advance sections and various 
supply depots. 

The reception park at Verneuil was the largest of the Motor Trans- 
port Corps installation. Although the latter part of the construc- 
tion, and the partial supply of materials during the entire construc- 
tion, were undertaken by the division of construction and forestry, 
the bulk of the work was done by motor-transport personnel. 

REFERENCE DATA, MOTOR-TRANSPORT CONSTRUCTION. 

Appendix number 
Report, D. C. & F. to C. G., S. O. S. (through C E.), or file reference. 

dated Mar. 12, 1919 Appendix No. 40 

Reports of section engineers, base section Nos. 1, 

2. 5, and 6, and intermediate section (west) Appendix Nos. 43, 44,47. 

48. and 50 

Forestry. 

The forestry section of the division of construction and forestry 
was organized to supply the American Expeditionary Forces and to 
a small degree the French and British Armies with forest products 
cut in accordance with the principles of French forestry from the 
carefully managed forests of France. Although the forestry section, 
even at the crest of its activities, contributed only in a small way to 
the timber needs of the French and British forces, the request of the 
Allies for this assistance upon our entry into the war represents the 
birth of a forestry branch in the American military organization. 
The conservation of tonnage, which quickly became a grave problem, 
made necessary the elimination, in so far as possible, of the trans- 
portation of war material across the water and its procurement in 
France, and as a result the French and British had already developed 
their lumber-producing services to a large degree when the United 
States entered upon the scene. 

ALLIES REQUEST AMERICAN FORESTERS. 

The request of the British mission to the War Department in 
Washington for the loan of one regiment of forestry troops was 
quickly granted, and likewise the similar request from the French, 
without much realization of the needs of the American Army in this 



378 



HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



respect. These needs did not become apparent until a few weeks 
later, early in May, 1917, when the preliminary investigations of 
Gen. Pershing's staff and the information contributed by the French 
mission indicated the immensity of the task before the American 
Army in preparing for its activity in France. They showed that vast 



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' a^it 4 



quantities of lumber and forest products would be required in devel- 
oping port facilities, lines of communication, and in the general 
housing and supply of the American forces. 

The harbors, railroads, warehouses, barracks, and hospitals serving 
the French and British were being used to the limit of their capacity, 
thereby making necessary completely new developments of this char- 



ENGINEER SUPPLY AND CONSTRUCTION. 379 

acter for the American forces. The ports of Bordeaux, St. Nazaire, 
and Brest were placed at the disposal of the United States by the 
French, who, at the same time, pointed out that the meager peace- 
time facilities at these points of entry were entirely inadequate and 
barely served as beginning for the tremendous load that would be 
placed upon them by military activity. 

Consequently the Chief of Engineers, United States Army, to 
whom had been delegated the organization of the Forestry regiments 
for the British and French, realized the urgent and immediate need 
of the American Army for a large number of forestry troops to serve 
itself, a need so urgent that these troops must be set to work in France 
in advance of all other troops, to produce piling and timbers for the 
immense wharves to be immediately constructed, ties for railroad 
yards and sidings, lumber for warehouses, barracks and hospitals, 
and cordwood for fuel. In view of the needs of the American Army 
assistance was not given to the French and British as soon as had 
been originally intended, but nevertheless the 6th Battalion served 
the British from April 1 to September 30, 1918, and the 7th Bat- 
talion worked for the French from March 1, 1918, to February 1, 
1919. 

FIRST FORESTRY REGIMENT ORGANIZED. 

During the months of May and June, 1917, the War Department 
I formally authorized the organization of the 10th Engineers, and 
solicited the Forest Service of the Department of Agriculture to 
bring together the personnel and designate the required equipment. 
Maj. (now Col.) James A. Woodruff, deputy director of construction 
and forestry, was made the regimental commander, and under his 
direction this regiment, the first of its kind in American history, 
came into being as rapidly as the obstacles attending the formation 
of such a new unit and service would permit. 

Upon his arrival in France August 20, 1917, Lieut. Col. Greeley 
was assigned to the examination of forests which had been tentatively 
offered for American exploitation by the French ministry of arma- 
ment. 

After lengthy discussions and conferences with the French the 
American Expeditionary Forces was admitted to membership on the 
" Comite Interallie des Bois de Guerre," which had acted up to that 
time as a Franco-British committee solely for the approval of timber 
purchases and their allocation to the respective armies. With the in- 
clusion of the Americans the committee became a much broader or- 
ganization, filling requisitions from the different allies and adjust- 
ing rival claims for the exploitation of the same areas. 

The complete absence of information as to the conditions under 
which these troops must operate, such as the character and size of 
timber, the topography, transportation facilities, location of the tim- 



380 HISTORICAL, REPOET CHIEF ENGINEER A. E. F. 

ber with respect to the point of use, led to the sending to France of 
two men to secure and report information on these points of uncer- 
tainty. These men were Henry S. Graves, Chief Forester, Forest 
Service, commissioned as a major in the Engineer Officers' Reserve 
Corps, and Barrington Moore, private forester, familiar with France, 
the French language, and the French forest service. They discovered 
immediately upon their arrival early in June that suitable tracts 
of timber must first be located and acquired, either from private 
owners or from the state. Consequently, Maj. Greeley and 12 men, 
expert in estimating, examination, and mapping of timberlands, 
reached France during July, 1917, and immediately set to work to 
secure timber for the coming forestry troops. This force then be- 
came the forestry section with headquarters at Paris, with Lieut. Col. 
Graves in charge, under the Engineer purchasing officer. 

ORGANIZATION DEVELOPED. 

The program at that time consisted of the production of 12,000,000 
feet per month of sawed lumber and ties, 15,000 telephone and tele- 
graph poles, 16,000 small poles and pickets, and 35,000 steres of fuel 
wood. For the fulfillment of this program a much larger operating 
force was required in France, and additional troops were authorized 
under the designation of the 20th Engineers (forestry). This un- 
usual regiment was organized by Col. W. A. Mitchell, and consisted 
of 10 battalions of forestry troops and 3 highway battalions, while 
36 service companies were ordered for forestry work. By Jul} 7 1, 
1918, the forest Engineers in France comprised the following : 

10th Engineers (2 battalions) — 6 companies. 

20th Engineers (10 battalions) — 30 companies. 

41st Engineers (1 battalion) — 1 companies (highway). 

42d Engineers (1 battalion) — 4 companies (highway). 

43d Engineers (1 battalion)- — 4 companies (highway). 

503d Engineers (1 battalion) — 1 companies (service). 

507th Engineers (1 battalion) — 4 companies (service). 

517th Engineers (1 battalion) — 4 companies (service). 

519th Engineers (1 battalion) — 4 companies (service). 

523d Engineers (1 battalion)— 4 companies (service. 

531st Engineers (1 battalion) — 4 companies (service). 

533d Engineers (1 battalion) — 4 companies (service). 

The first troops to arrive, the 10th Engineers, struggled against 
the handicap of having at the outset, almost no equipment. By July, 
1918, the equipment for the entire two regiments was sufficient for 
the performance of their program, with a few minor exceptions. In 
the meantime the original program had been expanded in keeping 
with the increased troop movements to France, to the amount of 



ENGINEER SUPPLY AND CONSTRUCTION. 



381 



40,000,000 feet of sawn lumber monthly and a proportional in- 
crease in the amount of piling, poles, fuel wood, and other forest 
products. 

In February, 1918, the forestry section was moved to Tours with 
the headquarters of the chief engineer, line of communications, be- 
came a part of the reorganized Service of Supply, and found its 
place as the forestry section of the department of construction and 
forestry, under the chief engineer, American Expeditionary Forces. 
The organization of the forestry section itself consisted of central 
headquarters at Tours, comprising the following officers : 

Adjutant: To care for the military administration of the forestry 
troops. 

Acquisition : To handle the purchasing of timber, in direct charge 
of Lieut. Col. Greeley. 



r 


mm- * 


hiiMHWL' 


~A^-te>.-> ,: \j£ 








9HBEML3W2k*-'-*"" -^•g^jpM 


^jtK+ST*^*^' *~™ 



(463- S8) FORESTRY TROOPS LOADING MOTOR TRUCK IN CASTETS DISTRICT. 

Technical equipment and operation : To provide technical equip- 
ment for the forestry operations, and to supervise the methods of 
operation, under the immediate direction of Lieut. Col. George H. 
I Kelly. 

Shipments and products: To distribute among the various opera- 
tions the requisitions for forest products received from all branches 
of the American Expeditionary Forces and provide transportation, 
under the immediate direction of Lieut, Col. R. A. Johnson. 

In the beginning the purchase of timber was made with little re- 
gard for location, so that the troops might be placed immediately 
at work upon their arrival. Later, however, as the acquisition of 
timber gradually gained headway on the needs, more attention was 
given to the location of timber tracts with respect to the products 






382 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

required by the various services of the American Expeditionary 
Forces and to the point of ultimate use. 

Eventually all such questions as size and kind of timber, logging 
conditions, proximity of the timber to projects upon which the out- 
put would be used, and the shipment of the products by railroads and 
highways in such a way as to prevent congestion, were given careful 
consideration in the acquisition of timber tracts. This naturally led 
to the distribution of forestry troops over a wide area, extending 
in a belt from the western coast of France to its eastern frontier, 
with a large group south of Bordeaux, in the Department of the 
Landes, and a smaller group in the plateau region of south central 
France, in the Department of Cantal. 

107 MILLS OPERATING. 

The largest number of active operations was in October, 1918, when 
there were 107 mills of varying capacity. This scattering of the 
forestry operations over such a wide territory made imperative the 
grouping of operations into districts, each in charge of a district 
commander, of which there were 14 at the height of activity. Each 
district had a district office organization, copying in minature the 
central office organization, and to him the operation commanders 
within his district were responsible. The district commander in 
turn was directly responsible to central headquarters. 

To this plan there were two exceptions, namely, the operations in the 
Landes and those in the advance section, which were made responsible 
to two section forestry officers attached respectively to the office of the 
section engineer, base section No. 2, and of the section engineer of the 
advance section. The purpose of this arrangement was to facilitate 
and expedite the action upon requisitions received in those sections. ; 
Lieut. Col. Chapman became the section forestry officer for the ad- 
vance section, with headquarters at Neufchateau, and Lieut. Col. 
Benedict for the operations in the Landes, with headquarters at Bor- 
deaux, base section No. 2. The responsibilities of the section forestry 
officer at Bordeaux were greatly increased by the difficulties and* 
intricacies of the transportation problem in the Pontenx, Mimizan, 
Dax, and Labrit districts. Maj. La Londe was stationed at Bor- 
deaux, even prior to the designation of the section forestry officer, 
to work out the transportation problems of the Landes operations, 
thereby supplementing the work of the individual districts in the 
Landes territory. 

HOW FIELD WORK WAS ORGANIZED. 

The organization of each individual operation resembled very 
closely the general scheme of any representative American commer- 
cial logging job, with a camp superintendent in the person of the 



ENGINEER SUPPLY AND CONSTRUCTION. 



383 



operation or company commander, a mill foreman, usually a lieu- 
tenant, and woods foreman or logging boss, a lieutenant. The mili- 
tary administration and operation were either combined under one 
lieutenant or divided between two or more. This general arrange- 
ment varied with the requirements of each job, with a less or greater 




number of officers and men, depending upon the work to be done; 
as in the case of the Pontenx district, an officer was placed in charge 
of railroad operations with a separate corps of locomotive engineers, 
brakemen, conductors, and repair men ; or, as at Subligny-Villeroy, in 
the Gien district, an officer was placed in charge of road repair with 
troops assigned to that special task. 






384 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

Although the report upon which purchase of a tract was based 
provided a plan of operation indicating the position of the mill, 
sidings, roads to be used, the methods to be followed in logging, etc., 
nevertheless the actual exploitation of a body of timber and the ulti- 
mate success of the operation rested almost entirely upon the opera- 
tion commander. Some assistance could be obtained from his dis- 
trict commander, and in turn from central headquarters. It is these 
operations, frequently secluded and isolated in dense forests, ranging 
in size from small detaclunerits with a tiny Bolter mill driven by a 
gasoline engine and a small complement of woods tools, to a camp 
of 3,000 men operating tandem 20M mills driven by 200 -horsepower 
engines, which represented the task and achievement of the forestry 
troops. 

SPEEDY WORK IN PRODUCING TIES. 

Examples of the resourcefulness and high sense of duty demanded 
in order to obtain maximum results may be picked from any of the 
individual companies or their detachments, but exemplifying the 
whole may be quoted the instance of the 4th Battalion at Mimizan, 
which had produced 10,000 ties in France 38 days after the organi- 
zation of the battalion was authorized and 11 days after it had 
landed in France. Lacking harness for their draft animals, the men 
of this battalion set to making harness out of the materials at hand. 
Gunnysacks were transformed into breaststraps, tugs and reins were 
made of rope, and sixtypenny nails did service as bits for the make- 
shift bridles. 

In other operations, where horse transportation was lacking, the 
products were carried from the woods to the railroad on the backs 
of men, particularly in the case of much lighter products as ties, poles, 
and cordwood ; for weeks logs were dragged on the ground by hand 
and piling was brought out of the woods on logging wheels impro- 
vised from dump carts and the running gears of transport wagons 
and pulled by teams of 20 men. Much of this work was clone in con- 
tinuous cold rain, for which the men were not properly dressed, and 
which was the harder to bear from the fact that they had no stoves 
in their tents during the worst of that time. 

It is only just to these men that some of their unspectacular 
triumphs be recorded. Although coming from the forest and moun- 
tain regions of the United States and possessed of that adventurous 
turn of mind found in the best of soldiers, they were obliged to prove 
their mettle under very uninspiring circumstances. Working mo- 
notonously in quiet French forests, often very remote from the war, 
they still maintained a splendid morale. Having no contact with 
the enemy, they were denied the stimulus of combat and never knew 
the exhilaration of victory. 



ENGINEER SUPPLY AXD CONSTRUCTION. 385 

I HOW RUSH ORDERS WERE FILLED. 

To one district came an order for entanglement stakes. The order 
was marked "Rush"; the stakes were needed in a hurry. The op- 
eration lacked horses, wagons, and motor vehicles, but there was no 
stopping on that account. A standing order was issued that no man 
should return from the woods without all the entanglement stakes 
he could pack. At once, from every quarter, stakes were moving out 
of the woods on the backs of men in an endless stream. That the 
order was promptly filled is evidenced by the wire which was soon 
received : " Stop sending stakes ; can't use airy more." 

Another operation received a dispatch calling for poles — as many 
as could be furnished and as quickly as possible. This, too, was 
before the forestry Engineers had been put to the test. After about 
two days of production of poles, just when the work was well 
organized to win the war with poles, another dispatch flashed in to 
the commanding major: "Flooded with poles; cancel further ship- 
ments." 

Nearly coincident with this there was an order for 10,000 ties with 
which to construct a railroad spur at a hospital that was being put- 
up in a hurry. In six days those ties were hewed, and that without a 
broad adz in the outfit, ordinary chopping and falling axes having 
been used to do the work. 

RATED MILL OUTPUT TRIPLED. 

Taken altogether, the early labors of the forestry Engineers in 
France stand as a paradox of pioneering in an old and densely 
settled region, using such haphazard equipment as our ships were 
able to bring, accepting gratefully the generous assistance of the 
French and supplying the lacks with characteristic resourcefulness. 
As the equipment arrived and was supplied to the troops the 
energy and enthusiasm of the men served to push the use of that 
equipment to unheard-of limits. Sawmills that were purchased with 
the manufacturer's commercial rating of 10,000 feet b. m. in 10 hours 
were made to give three times that amount. Small bolter mills, 
rated at 5,000 b. m. per 10 hours, with such slight homemade and 
rough modifications as could be applied, frequently recorded 30,000 
feet b. m. of sawn timber in 20 hours. A 20,000 daily 10-hour ca- 
pacity mill recorded an output of 80,000 feet b. m. in 20 hours. 
The performance of the troops was so remarkable that all predictions 
were surpassed in October with a total production in that month 
! of 30,000,000 feet b. m. 

127071— 19 2."» 



386 



HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 



But the mere production of this material did not end the activity 
of the forestry section, which took upon itself the job of seeing that 
its products were shipped to the projects upon which they would be 
used. In spite of the shortage of railroad cars and deficiencies in 




motor transport, which became more stringent each month from the 
increased number of troops landing in France, the record of ship- 
ments increased and kept pace with the forest products made avail- 
able by the troops in the woods. The total production of the forestry 
troops up to May 1, 1919, is represented by the following: 



ENGINEER SUPPLY AND CONSTRUCTION. 387 

Production to May I. /.''/.'<. 

Lumber feet, b. m_- 218,211,000 

Standard-gauge ties pieces 3.051,137 

Small ties pieces.- 954, 607 

Miscellaneous round products pieces 1, 920, 603 

Piling pieces— 39, 095 

Fagots and facenes pieces — 4,669 

Fuel wood cords— 340,000 




(1167-J8) HAULING LONG TIMBER PILING WITH MOTOR TRUCK 
AND TRAILER NEAR BRUYERES. JULY, 1918. 

The production of fuel wood became a particularly important part 
f the Avork of the forestry section. During the winter of 1917 to 
318, the needs of the Army were largely supplied from French 
mrces. Early in the summer of 1918 it became apparent that the 
atput of fuel wood from the forest troops as a by-product would not 
i sufficient and that the French supply could not be depended upon 
» care for our Army. Consequently the quartermaster furnished 



388 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

10,000 service troops under the direction of 20 officers from the fore 
try section, in charge of Lieut. Col. Allen S. Peck, for the cutting ( 
fuel wood in the advance section. The organization of this speci; 
force was started in July, 1918. Their work was carried on wit 
vigor until January, 1919, when the production of fuel wood froi 
all sources gained sufficiently upon the requirements to permit 
slackening of effort. The extent of this task is best expressed by tl 
total production of forestry and quartermaster troops under fore 
try direction to the amount of 534,000 cords up to May 1, 1919. 

FORESTRY SECTION REORGANIZED. 

The increased program presented on July 1, 1918, on the basis t 
the arrival of 250,000 troops in France per month, demanding 
monthly production of 70,000,000 board feet of lumber, or a total ( 
700,000,000 feet in 10 months. In order to meet this schedule and 
the same time furnish assistance urgently requested by the Frenc 
24,000 additional forestry troops were cabled for, together wit 
108 additional 10-M sawmills and other equipment. In Octobe 
1918, in order to properly absorb and take care of this tremendoi 
expansion in the organization, the forestry section was reorganize 
into one huge regiment, known as the 20th Engineers, providing f< 
the 49 Engineer companies, 28 Engineer service companies, and 1 
battalion headquarters already in France, with 96 additional con 
panies and 15 additional battalion headquarters to be recruited i 
the States and sent to France as soon as possible. The schedule pr< 
vided for the arrival of the entire new complement in France t 
March, 1919. 

After the armistice, however, the activities of the forestry sectic 
decreased until, on December 31, 1918, nearly all of the mills had sin 
down, many had been dismantled and sent for salvage to Enginei 
depots. Only the mill at Eclaron (Haute-Marne) was held inta 
to meet any possible emergency while other operations continue 
running their sawmills only long enough to cut up such logs as ha 
been felled. 

There were two exceptions deserving of mention. At Pontenx-le 
Forges, in the Landes, there were concentrated a number of con 
panies from other districts for the purpose of cutting 140,000 fir< 
killed trees which had been contracted for prior to the armistice an 
whose products were needed, to supply enough material for comple 
ing the embarkation facilities of the Army and furnishing packin 
lumber for homeward-bound freight. Six 20-M mills were erectd 
and began operation on February 3, 1919, at which time there wei 
over 3,000 troops concentrated in the burned area. At Capitieu 



ENGINEER SUPPLY AND CONSTRUCTION. 



389 



[Gironde) a similar burned-timber project containing 55,000 trees 
fas exploited by the 6th Battalion with the 48th Company attached, 
nvolving five sawmills and 10 miles of logging railroad. 

The shipment of forest products for any one month never equaled 
he production for that month, and at the cessation of hostilities 
here was almost enough of a surplus to complete projected facilities, 
rhe following table indicates, by months, the ratio existing between 
upply and shipments. 






Month. 



191X. 



Production and shipment of forest products. 



Production and shipments 



ebruary Production. . . 

Shipmpnts... 
^arch Production. . . 

Shipments... 
pril Production... 

Shinments. .. 
lay Production. . . 

Shipments... 
ine Production... 

Shipments . . . 
ily Production. . . 

Shipments . . . 
ugust Production. . . 

Shipments . . . 
Bptember Production. .. 

Shipments... 
ctober Production. . . 

Shipments . . . 
ovember Production. . . 

Shipments . . . 
ecember Production. . . 

Shipments . . . 
1919. 
rauary Production. . . 

Shipments... 
ebruary Production. . . 

Shipments . . . 



Lumber. 


Tics. 


2,892,000 


37,201 


2,622,757 


11,595 


6,583,240 


156,556 


3,447,964 


66, 258 


11,640,544 


282, 710 


6, 652, 454 


133,304 


13,133,313 


303, 962 


11,046,751 


267, 998 


16,257,689 


313,273 


13, 402, 950 


302, 802 


23,285,118 


357,188 


18,684,877 
29,498,129 
23,908,200 


304, 828 
420,188 
325,392 


28,343,166 


519, 887 


23, 030. 872 


383, 662 


28,496,954 


738, 383 


24, 800, 408 


554,459 


26, 379, 987 
19,087,456 
13, 867, 342 
12,927,236 


493, 969 

308,554 

258,376 

72, 570 


2, 532, 571 
12,122,975 


36, 594 
20,063 


1,996,098 


20, 774 


5,816.402 


57, 943 



Found 

products 

arid 

piling. 



410, 689 
217,910 
188,595 

83,416 
172,368 

73,431 
172,035 
125,181 
177,248 
253,024 
239,212 
158,767 
501.031 
165,928 
546, 597 
223,361 
259, 943 
233,369 

49, 574 

62,060 
1,950 
4 289 

18,432 
5,502 

39,481 
6,766 



Cord- 
wood. 



8,788 
3,098 
15,631 
3,244 
25,493 
6,673 
38,353 
16,474 
65,046 
20,816 
97,913 
40,359 

160,821 
49,627 

136,283 
46,973 

155, 754 
64,860 

177, 800 
61,144 

201,970 
73,215 

65,126 
92,751 
17,514 
69,638 



The scheme arranged for sending home the forestry troops called 
or their embarkation for America in the same order in which they 
tad sailed for France. In accordance with this plan, the 11th and 
2th Battalions, comprising the original 10th Engineers, were the 
irst to leave France, sailing on the 15th and 28th of January, 1919, 
espectively. 

REFERENCE DATA FORESTRY. 

Appendix number 
or file reference. 

inal report of the forestry section, D. C. & F Appendix No. 55, 56, and 57 

tonthly reports of 20th Engineers Appendix No. R-20 

ersonal experience report of Lieut. Col. W. B. 

Greeley Hist.-Tech. File 222. 

ersonal experience report of Maj. Francis 

Kiefer Ilist.-Tech. File 1666. 

eport, C. E., A. E. F.. to C. G.. S. O. S Appendix No. 40 



390 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

Concrete Stadium for Interallied A.thletic Games. 

To accommodate spectators at the Interallied Athletic Game 
scheduled to begin June 22, 1919, Pershing Stadium, a reinforced con 
crete structure with a seating capacity of 15,000, was built by th 
division of construction and forestry at Joinville, near Paris, 
contract for the work had been made with French contractors o 
February l j 5, 1919, the date of completion being set for May 2(! 
1919. On May 5, however, the structure was only about one-thir< 
finished, and to insure its completion on time, Engineer troops wer 
substituted for contract labor. Up to May 5 the French contractor 
had handled 617 cubic meters — out of a total of about 1,750 cubi 
meters of concrete — which called in all for 120 tons of steel rein 
forcement and 350,000 feet b. m. of lumber for forms. 

The first troops arrived at the site May 5, only 3| hours after th! 
division of construction and forestry had received telegraphic in 
structions to take over the construction. The first concrete wa 
poured May 6, and by May 19 the construction force numbered 3,10 
men, drawn from the 22d, 55th, 122d, 128th, 131st Engineers, and th 
59th and S06th Pioneer Infantry. On May 21 there had been place 
486 cubic meters of concrete, 90 tons of steel reinforcement, an< 
250,000 feet b. m. of lumber for forms. Operations were carried o 
day and night in three 8-hour shifts, with construction plant con 
sisting of 12 concrete mixers, 18 hoists, 6 portable saws, 40 moto 
trucks, 40 dump cars, 12 dump wagons, 2 tractors, 3 road rollers, an« 
2,000 feet of narrow-gauge track. Some of the material was trans- 
ported by motor truck from the Engineer depot at Gievres, a din 
tance of 125 miles. Time was the essence of this work, and the foil 
lowing schedule, governed operations : Completion of placing ne^l 
concrete, June 1 ; completion of placing precast slabs, June 12 ; com] 
pletion of stadium, June 20. 

The stadium construction project was under the direction of th 
section engineer, intermediate section (west), Col. E. L. Daley, wit 
Lieut. Col. H. P. Warren in immediate charge. 

Effect of Armistice on Engineer Work. 

Earh 7 in November the chief engineer, American Expeditionar 
Forces, following the receipt of confidential communications fror 
general headquarters and headquarters Service of Supply, took step 
to prepare, for radical changes in the policy of the Engineer Depart 
ment in the event of the cessation of hostilities which then seeme< 
probable. On November 5, he sent to the directors of his division 
of construction and forestry, light railways and roads, and militar; 



ENGINEER SUPPLY AND CONSTRUCTION. 



391 



engineering- and engineer supplies instructions " to take under con- 
sideration the status of our project and be prepared to submit prompt 
recommendations as to what changes should be made in out orders 
both in Europe and the United States." These data were supplied 
and later supplemented and consolidated to form the basis of a large 
portion of General Orders, Xo. 54, headquarters, Service of Supply, 
issued November 14, 1918. This document was one of far-reaching 
importance for the Engineer Department, for it called for a drastic 
cancellation or reduction of the vast construction program which 
was being prosecuted by the Engineer Department in the Service of 
Supply. 

Effect of General Orders, No. 54, and supplementary cancellations 
on the work of the Engineer Department — principally that of the 
division of construction and forestiw — is indicated by the fact that 
an estimated saving of $134,500,000 was made by cancellation or re- 
duction of construction projects up to March 1, 1919. After the gen- 
eral order was put into effect a canvass of the situation showed that 
of the 793 completed and uncompleted Engineer projects in the Serv- 
ice of Supply, 246 projects had been canceled (this number including 
166 projects on which no work had been done), while 8 others, un- 
completed, were affected in varying degrees. Under the new policy 
the status of 81 uncompleted and 458 previously completed projects 
remained unchanged. Table No. 1 shows the status of divisions of 
construction and forestry projects March 1, 1919. 



Table 1. — Status of construction projects, Mar. 1, 1919. 



Section. 


Projects 
complete. 


Projects 

canceled 

since Nov. 

14. 


Uncom- 
pleted not 
affected by 

General 

Order No. 

54. 


Uncom- 
pleted 
affected by 

General 

Order No. 

54. 




90 
58 
26 
10 
30 
3 
22 
32 
74 
15 
98 


28 

21 

23 

8 

5 

7 

11 

27 

42 

1 

73 


13 

10 



1 

13 
1 

10 
23 
3 
7 





Base No. 2 


1 


Base No. 3 












1 


Base No. 6 







1 




1 




2 




1 




1 








i 458 


2 246 


81 


8 


Total, 793. 
• > These projects include 97 projects which have been c 
or practically completed before orders for cancellation w 

1 These cancellations include 166 projects on which no 
projects canceled prior to Nov. 14, on which no work ha 


anceled sine 
ere elective, 
work had be 
d been done 


s Nov. 14, bi 
en done. T 


it which wer 
le list does i 


e completed 
ot include 9 



392 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

The following summary indicates the amount of canceled work 
under the main items of construction, March 1, 1919 : 

Approximate amount of money saved by division of construction and forestry 
by cancellations in General Orders, Xo. 5h, and supplements thereto, as of 
March 1, 1919. 

Railroad installations, approximately 450 miles $13, 500, 000 

Dock construction, approximately 13,000 linear feet 12,500,000 

Hospital construction : 

Base hospitals, approximately 157,904 beds 63, 161, 600 

Camp hospitals, approximately 7,574 beds 3,029,600 

Convalescent camps, approximately 55,060 beds 5,506,000 

Buildings obtained from French, approximately 86,469 beds 4, 323, 450 

Remount and veterinary stables, approximately 1,319,000 square 

feet 1, 450, 900 

Divisional area construction, approximately 1,768,000 square feet-- 1, 768, 000 
Covered storage space: 

Depot storage, approximately 10,380,000 square feet 10, 380, 000 

Dock storage, approximately 1,131,000 square feet 1,413,750 

Miscellaneous storage, approximately 150,000 square feet 150,000 

Air service construction, including shops, storehouses, warehouses. 

and hangars, approximately 3,890,000 square feet 7,780,000 

Water-supply installations, exclusive of interior installations and 

fire protection 1, 500, 000 

Electrical installations, transmission, generation, etc., not includ- 
ing low-tension distribution 1,700,000 

Refrigeration 1, 000, 000 

Gasoline storage and distributing stations 530,000 

Bakeries 300,000 

Roads 3, 000, 000 

Miscellaneous construction, including camps 1,500,000 

Total 134. 493. 300 

The immediate effect of General Orders, No. 54, was to make unnec- 
essary great quantities of material and supplies called for on priority 
cables which had already been sent to Washington, and all chiefs of 
services were instructed to give right of way to the preparation of 
detailed cablegrams to the War Department cancelling shipments of 
goods. Following these instructions the chief engineer, on Novem- 
ber 14, the day following the receipt of General Orders, No. 54, for- 
warded a cable to Washington, giving detailed instructions for 
.stopping shipments on much of the Engineer material and supplies 
previously ordered. 

With two important exceptions the signing of the armistice re- 
sulted in an extensive shut-down of Engineer construction. The 
first of these exceptions involved construction work at embarkation 
centers where new facilities had to be provided for large number of 
troops en route to base ports. The second exception called for a 
large-scale program of road reconstruction and maintenance 



ENGINEER SUPPLY AND CONSTRUCTION. 393 

throughout all areas which were or had been occupied by American 
troops. The magnitude of this road work is indicated by the fact 
that on March 1 a force of about 110,000 was at work on highway 
repair, and as much as 90,000 tons of crushed rock were being used 
in a 10-day period. 

In accordance with the desires of the commander in chief, a study 
was made of the road situation, and General Orders, No. 2, General 
Headquarters, January 2, 1919, w 7 as issued, whereby the construction, 
reconstruction, repair, and maintenance of all highways in France 
heretofore utilized or being utilized by American traffic were taken 
over by the chief engineer, American Expeditionary Forces, for 
active reconstruction and maintenance. General Orders, No. 2, placed 
all this work, including that in the occupied areas, under the imme- 
diate charge of the director of construction and forestry, by whom 
an additional section was formed at headquarters, Service of Supply, 
to assume charge of this work. 

General Orders, No. 2, required the adoption of the French can- 
tonnier sj'stem in principle, involving the placing of men along 
short sections of the highways to repair and maintain the surface by 
constant patrol. Engineer troops were immediately placed on this 
work in the various sections, being augmented by troops of other 
branches of the service as needed and available. Some additional 
equipment was secured from the French, principally 48 road rollers. 
Cooperation with the French authorities was obtained through the 
director of French military roads, who issued instructions to all 
departmental chief engineers in charge of highways to use every 
effort to assist and facilitate the work of the American Army. All 
section engineers were directed to place themselves in touch with the 
local French authorities and the general plan of the work to be done 
was adopted after study had been made by them in all sections and 
recommendation submitted to the headquarters office. The general 
scheme of road work, including plans for all lines taken over by the 
American Army for maintenance, was concurred in by the office of 
the French director of military roads, and active construction was 
immediately undertaken. 

The organization for this work was practically started the 1st of 
January, and by the 10th of February, 4,100 kilometers of road had 
been taken over for maintenance and repair, and 450 kilometers for 
resurfacing. Approximately 60,000 men were distributed and em- 
ployed by this date, handling per week a total of 50,000 tons of stone, 
obtained from quarries operated by troop labor and from commercial 
French quarries, and distributed by means of railroad cars, trucks, 
and wagons. 

It was estimated that to maintain and repair the roads would re- 
uire a force of 90,000 men and the handling of 80,000 tons of stone 



394 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

per week, that this force would be available by March 15, and that 
the roada would be in satisfactory state of repair by May loth. The 
estimates as to the size of the construction force and the amount of 
stone were both exceeded by the actual performance on March 1, as 
previously noted. 

DISPOSAL OF PROPERTT. 

Under the provision of War Department general orders, the United 
States Liquidation Commission was created as the central agency to 
supervise and direct the disposition of European claims against the 
American Expeditionary Forces and of surplus property in Europe 
belonging to the United States. The commission was intended not 
to supersede but rather to supervise and direct activities of existing 
agencies in the American Expeditionary Forces which had been dis- 
charging, in whole or in part, duties relating to the disposal of war 
supplies. The Liquidation Commission arrived in France early in 
1919 and entered upon the discharge of the above supervisory duties. 

By authority contained in paragraph 8, Special Orders, No. 
273, Headquarters Service of Supply, December 9, 1918, and para- 
graph 7, Special Orders, No. 24, Headquarters, Service of Sup- 
ply, January 24, 1919, a board of officers consisting of Brig. Gen. 
Edgar Jadwin, Col. T. H. Jackson, Col. J. H. Graham, Maj. F. F. 
Senior, and Maj. A. E. McKennett had been appointed, with the 
duty of compiling and submitting estimates of costs of all buildings, 
warehouses, hospitals, barracks, manufacturing plants, track, piers — 
in fact, all classes of permanent or semipermanent projects completed 
or begun in the American Expeditionary Forces. The board's evalua- 
tion of all construction and installations to December 31, 1918, based 
on actual inventories, indicated a war cost of $165,661,445, and a 
normal peace-time cost of $81,543,857. This inventory was submitted 
to the Liquidation Commission and served as a basis for its proceed- 
ings. 

Detailed and classified inventories of stocks of tools, machinery, 
and materials were also prepared for the use of the commission in 
accordance with its instructions. 

Following the submission of these inventories, a definite policy as 
to the disposition of installations and equipment was adopted May 
10, 1919, when instructions were issued by the commanding general 
Service of Supply, to all section commanders stating that all " in- 
stallations " would be transferred to the French. Section com- 
manders, as representatives of the commanding general, Service of 
Supply, were authorized to transfer to accredited representatives of 
the French Government installations whose abandonment was neces- 
sary in carrying out the evacuation program. The term " installa- 
tions,*' as specifically defined, covered all structures " attached to the 



ENGINEER SUPPLY AND CONSTRUCTION. 395 

land, together with all equipment in the nature of fixtures and tools 
pertaining to or used in connection therewith." The authorized 
transfer of installations, therefore, included barracks, hospitals, 
warehouses, storehouses, manufacturing and assembling plants, ma- 
chine shops, railroads, sidings, docks, wharves, and other transporta- 
tion facilities, together with additions or improvements to French 
buildings. On the foregoing basis the transfer of installations to the 
French was carried out, a discriptive inventory of the material be- 
ing turned over with the installations. Upon completion of the 
formalities of transfer, the American Army representatives received 
releases from accountability, and the United States Liquidation Com- 
mission assumed charge of the final settlement with the French Gov- 
ernment. Installations necessary for the evacuation of the Service 
of Supply were retained until their usefulness had ceased. 

On May 27, 1919, section commanders were directed by the com- 
manding general, Service of Supply, acting on authority from the 
United States Liquidation Commission, to deliver to accredited rep- 
resentatives of the French Government excess movable supplies and 
war materials, other than the " installations " previously referred to, 
at. locations abandoned in the evacuation program and not included 
in a list of concentration points and other locations which accom- 
panied the instructions as to procedure in the transfer of this prop- 
erty. 



Part IV. 
GENERAL COMMENTS AND RECOMMENDATIONS. 



The foregoing description of the operations of the Engineer Serv- 
ice in France gives some idea of the character and magnitude of the 
work required of the Engineers when a large army and the facili- 
ties for it must be created after the declaration of war. Under 
these conditions all Army services are confronted by continuous 
emergencies and difficulties in meeting satisfactorily the large and 
unforseeable demands that must be met if the Army is to be put 
in satisfactory condition for field warfare and at the same time 
protected from unnecessary hardships and inconveniences. 

While as a rule it is contemplated that our Army will operate 
in the United States or, at any rate, upon the American Continent, 
and while all difficulties experienced in France were aggravated by 
the fact that the two large Allied armies, the French and the British, 
had during three years of active warfare strained to the limit the 
resources not only of France, but of practically the entire civilized 
world, it must be accepted as a fact that any future war in which 
we may become involved would probably require the solution of 
problems of great magnitude, and that all our national resources 
in personnel and in material would be required to cooperate ef- 
ficiently upon a scale approximating that of our recent effort. 

If the above assumptions are correct this report will derive its 
chief value by indicating to succeeding generations the character 
and extent of the difficulties that were experienced and the prob- 
lems that required to be solved. Therefore, with a view to empha- 
sizing some of the points which are noticed only incidentally, if at 
all, in the body of the report, advantage is taken of this opportunity 
to add the following: 

As all construction work in the theater of operations is assigned 
to the Engineers, the Engineer must be the first man on the field, 
and, the war having been concluded, the dismantling and closing of 
the various establishments that have been created for the Army 
will cause him also to be the last man to leave the scene of opera- 
tions. Accordingly, pertinent comment on the Engineer Service 
of the American Expeditionary Forces relates to its very beginning. 

397 



398 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

It will have been noted that the chief engineer took with him to 
France only five assistants, and that for a long time thereafter he 
was hampered by the lack of a sufficient force; jet it must have 
been apparent that the Engineer program in France was one that 
would call for an enormous number of skilled engineers and large 
forces of labor of all kinds. It is evident, therefore, that for future 
operations proper arrangements must be made to have promptly 
assembled an adequate force for the many phases of preliminary 
work, including surveys, examinations, the preparation of plans 
and estimates, etc., that are necessary to enable the commander in 
chief of the forces to make final and definite decision as to the lines 
upon which construction activities should expand. The lack by 
the chief engineer of an adequate force must delay always the final 
organization and training of expeditionary armies or, in fact, of 
any army. The data given in this report will permit a more or less 
definite' conception to be formed as to the preliminary force which 
a chief engineer should have; for an expedition similar to the one 
under consideration this should certainly be not less than 200 offi- 
cers and 1,000 clerks and draftsmen, survey men, and assistants of 
various kinds, followed very quickly by the troops or labor neces- 
sary for construction work. 

A careful reading of the report will show that for a long period 
the Engineer Department was in a state of some uncertainty as to 
the scope of its duties and authority, and that details of its organi- 
zation consequently could not be settled promptly. When emer- 
gencies succeed each other as rapidly and continuously as they did 
in the American Expeditionary Forces, no organization, no matter 
how perfect theoretically, can be expected always to operate satis- 
factorily. Men who are excellent in some capacities unexpectedly 
prove unreliable in others and failures are, therefore, bound to occur. 
It is better, however, not to make frequent changes in organization 
resulting often merely in the transfer of duties from one authority to 
another, when by permitting an established organization to become 
practiced and experienced it is certain that its efficiency will improve. 
It should, therefore, be the rule to decide in advance as to the distri- 
bution of duties and thereafter to make as few changes as possible. 
It may be necessary to change personnel, to relieve an inefficient of- 
ficer and replace him by a better one, but in the end it is the men that 
count and not the form of the organization under which theoretically 
they are working, and this fact should receive permanent recognition 
in future regulations. 

It is believed that too great subdivision into independent depart- 
ments existed in the American Expeditionary Forces. For example, 
the gas service was a comparatively small one, officered largely with 
Engineer personnel. There was no good reason why it should not 



, 



GENERAL COMMENTS AND RECOMMENDATIONS. 399 



ave remained an Engineer activity, and it is certain that an officer 
qualified to discharge the duties of chief engineer would have experi- 
enced no difficulty in also administering the gas service. To the gas 
service, the resulting advantage would have been a claim upon the 
support and assistance of the much larger organization of the chief 
engineer, and in the end it is believed that the efficiency of the Army, 
as a whole, would have been enhanced by leaving the gas service 
where it was originally designed to be, namely, under the Engineers. 

It is thought, also, that it was a mistake to have created an inde- 
pendent transportation department. It is believed that this depart- 
ment would have been far more satisfactory had it been headed by 
experienced officers who could as readily have been chosen from 
among the Engineers of the Army, as were the heads of three other 
special services of the American Expeditionary Forces. The chief 
engineer would naturally call to his assistance the necessary number 
of experienced railway men, judged from their known records to be 
most suited to the problem in hand. The maintenance of an Engi- 
neer Reserve Corps, with a live and efficient personnel, affords the 
natural means of securing the necessary technical experts. Certainly 
if the entire Service of Supply, with all its technical services, can 
be commanded by a single officer, there is no reason to question the 
ability of a competent chief engineer to command an Engineer serv- 
ice expanded to include transportation and chemical warfare, and 
during times of peace both the latter services would profit by the 
stimulation and encouragement given them by the Engineer Corps. 

Something should be said regarding the relation of the chief 
engineer to the commander in chief. While the Engineer Service 
exists for the Army and must conform to its requirements, this can 
best be done when the most cordial sympathy and complete under- 
standing exist. The chief engineer is, or should be, an important 
technical adviser of the commander in chief. He should be a man 
of large technical and constructive ability, selected by the com- 
mander in chief because the latter has confidence in his judgment 
and in his capacity to perform the important functions of the 
office, and, having been so selected, he should be kept fully advised 
regarding those plans of the commander in chief that involve en- 
gineer responsibilities. He should be consulted and his judgment 
respected regarding purely engineer matters. To do otherwise 
would detract from the ability of the chief engineer to cooperate 
most efficiently in the plans of the commander in chief. Especially 
in purely technical matters is this true; and certainly no decision 
should be made regarding any matter which is strictly or even 
largely engineering in character or which depends on Engineer 
activities without affording the chief engineer an opportunity to 
be heard. 



400 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

This matter of the relation between the commander in chief and 

the chief engineer is intimately bound up in the question of propel 
staff organization. Under the form of organization that existed 
in France the Engineer of a division or of a corps was nominally 
under the direct control of his G-l, usually a younger and less 
experienced officer than the Engineer concerned and certainly les> 
able to judge correctly the demands of the situation with regard tc 
engineer work and the possibilities and limitations of the available 
engineer resources in men and materials. This system is wrong 
and the Engineer of a division or corps should report directly onh 
to its chief of staff, whose orders as to engineer operations should 
be made only after full consultation with the Engineer. In othei 
words, the latter should be an assistant to the chief of staff so fai 
as concerns Engineer operations, and the chief of staff should ir 
turn be an officer of adequate rank, experience, and practical train 
ing. Similarly as to the staff of the commander in chief himsell 
and to the place of the chief engineer therein — this staff should b( 
composed of officers of rank, experience, and proven ability. Iij 
addition to the chief of staff, there should be not to exceed three 
assistant chiefs of staff — G-l to have all duties now assigned to G-' 
and G-4, G-2 as now, and G-3 to combine the present functions o: 
G-3 and G-5. 

The chief engineer should be of coordinate rank with these assis 
tant chiefs of staff, and in vital technical matters he should communi 
cate direct with the chief of staff and, as above stated, be consultec 
by the commander in chief and kept fully advised regarding impor 
tant operations. As to matters involving the combat functions o: 
Engineers, the assistant chief of staff, G-3, should consult with, anc 
defer to, the chief engineer, who should originate all plans anc 
recommendations for the employment of Engineer troops, but, witl 
a view to simplicity of organization and upon the clear understand 
ing as to his position of authority with respect to Engineer plan 
and troops, the chief engineer may be nominally designated as ai 
assistant to G-3. In actual fact he should be an associate. Inas 
much as Engineer personnel will be used on construction work a 
well as for combat purposes, and as shortage of Engineers is likeh 
to be the rule in the future as it has been throughout the history o 
the American Expeditionary Forces, there will probably always h 
a necessity of deciding between conflicting demands for Engineers 
Such decision should rest with the chief engineer who, in sucl 
capacity, should be thoroughly acquainted with the relative impor 
tance of the needs to be served. Similar considerations exist witl 
reference to the question of supply, and it is my belief that Enginee^ 
construction and supply should be joined under a single head, wh< 
should be an assistant to the chief engineer, and should occupy to 



. 



GENERAL COMMENTS AND RECOMMENDATIONS. 



401 



arcl G-l the same relation as the chief engineer bears to G-3. This 
Engineer of construction and supply should, with the antecedent 
approval of the chief engineer, be called upon to prepare all the plans 
and recommendations for Engineer construction and for Engineer 
supply which may be required by G-l. 

It must be emphasized again that officers of age, experience, and 
technical accomplishments should not be subjected to the control of 
officers of less rank and dignity, and that proper military policy 
will seek to protect them from the anomaly of receiving orders from 
younger and less competent juniors. A diagram showing the pro- 
posed organization of the staff of general headquarters or of an 
army is as follows: 



COMMANDER IN CHIEF. 



1 



Chief of Staff. 



Services of Supply . 

4 

G-l and G-4, and A. G. Q. 



G-2, Intelligence. 



G T 3 and G-5, Opera- 


tions and Training. 


' 








M 


Q 


n 






fcr 


cr 
































W 




> 


> 


B<— 






<~i 


s. 




5" 


CO 

<t> 

<)_ 
o 
? 


a 

CD 



Proposed organization. 

1 Finally, a word as to the nature of the Engineer Service. Satis- 
'- factory Engineer personnel should be doubly qualified, for both men 
and officers should have good technical training in all the usual 
peace-time activities of the Engineer — that is, in the organization 
and conduct of construction work of every conceivable variety. 
They should also be skilled in strictly warlike duties, those of the 
sapper, and fully trained as first-rate combat troops. Such a com- 
bination of qualifications calls for men of the highest type and this 
is the experience of all armies. To induce such men to interest them- 
selves in the Engineer branch of the service, calling as it does for 
extraordinary exertions, usually under conditions far from stimulat- 
ing, demands that the service shall be made attractive by granting 

127071—19 20 



402 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

special consideration in the way of promotion and compensation. 
Since the success of the Army as a whole rests largely upon the effi- 
ciency of the Engineer arm, all branches of the service should con- 
cede to it fitting recognition. Unless this is done, great difficulty 
will be encountered in maintaining a satisfactory Engineer per- 
sonnel. 

CONCLUSION. 

In conclusion, the following is quoted from a report from the 
chief engineer, American Expeditionary Forces, to the commanding 
general, Service of Supply : 

The following officers serving under the Chief Engineer, American Expe- 
ditionary Forces, should be especially mentioned for their excellent service and 
devotion to a duty always arduous, sometimes necessarily unpleasant, and with- 
out the excitement of combat activities to spur them on. Without their effi- 
cient aid the results desired would not have been so surely and fully accom- 
plished. Their work reflects the greatest credit on their efficiency and zeal. 

Some officers are named twice owing to change of duties. 

IN OFFICE OF CHIEF ENGINEER, AMERICAN EXPEDITIONARY FORCES. 

Gens. Thomas H. Rees, J. J. Morrow, and Charles Keller, as deputy chief 
engineer. 

Cols. S. C. Godfrey, D. C. Jones, and Lieut. Col. Christopher Van Deventer, in ' 
charge of personnel section. 

Capt. S. M. Felton, jr., as adjutant and aid to the chief engineer. 

Capt. R. K. Tomlin, jr., in charge of historical-technical section. 

IN DIVISION OF MILITARY ENGINEERING AND ENGINEER SUPPLIES. 

Gen. Harry Taylor, Col. F. C. Boggs, Gen. J. F. Mclndoe, as director of that 
department. 

Col. F. F. Longley, in charge of water supply section. 

Maj. G. W. Semmes, in charge of electrical-mechanical section. 

Col. F. A. Molitor, in charge of supply section. 

IN DIVISION OF CONSTRUCTION AND FORESTRY. 

Gens. M. M. Patrick and Edgar Jadwin, as directors. 

Col. J. A. Woodruff, as deputy director and in charge of forestry operations. 
Cols. .T. B. Cavanaugh, T. H. Jackson, Ernest Graves, and John Sewell, as 
section engineers. 

IN DIVISION OF LIGHT RAILWAYS AND ROADS. 

Gens. Edgar Jadwin, Herbert Deakyne, C. H. McKinstry, and Col. A. T. 
Perkins, as directors. 
Col. A. T. Perkins, as general manager. 
Lieut. Col. F. G. Jonah, as chief engineer. 
Maj. George J. Richers, as superintendent of motive power and shops. 



GENERAL COMMENTS AND RECOMMENDATIONS. 403 

IN THE OFFICE OF ASSISTANT TO CHIEF ENGINEER, GENERAL HEADQUARTERS. 

Gens. Meriwether L. Walker, S. A. Cheney, Charles Keller, and Col. G. R. 
Spalding, in charge. 
Col. G. A. Youngberg, in operations section. 
Maj. J. H. Wickersham, in supply section. 
Col. James G. B. Lampert, in bridge section. 
Col. Francis B. Wilby, in intelligence section. 
Col. A. H. Brooks, in geological section. 

IN ENGINEER PURCHASING OFFICE, PARIS. 

Cols. C. McD. Townsend, F. C. Boggs, and T. H. Jackson, in charge. 

REFERENCE DATA, ENGINEER DEPARTMENT. 

May 26, 1917. Appointing Col. H. Taylor chief engineer officer, American Ex- 
peditionary Forces. (G. O. No. 1, Hq., A. E. F., Washington, D. C.) 

June 22, 1917. List of officers, soldiers, and civilians on duty in office of the 

chief engineer, American Expeditionary Forces. File 30-83, E. S.) 
i June 22, 1917. Letter chief engineer, American Expeditionary Forces, to chief 

of staff. Report on personnel at Paris office. 
■ July 5, 1917. Tables of organization. (G. O. 8, G. H. Q., A. E. F.) 

July 5, 1917. Organization memorandum by Col. Black. 

'Aug. 13, 1917. Line of communications established. Base sections, etc., de- 
fined. (G. O. 20, G. H. Q., A. E. F.) 

Aug. 13, 1917. Coordinating information officer. (G. O. 21.) 

Aug. 13, 1917. Letter of chief of staff to commanding general line of commu- 
nications. Geographical limits of sections, etc., line of communications. 
(E. S. 15-1-3.) 

Aug. 13, 1917. Letter of chief of staff, American Expeditionary Forces, re- 
organization of general staff and revision of General Orders, No. 8, 
1917. (E. S. 15-1-3.). 

'Aug. 18, 1917. List of officers assigned to duty in office of chief engineer, 
American Expeditionary Forces. (E. S. 29-26.) 

'Aug. 20, 1917. General purchasing board established. (G. O. 23, G. H. Q., 
A. E. F.) 

Aug. 23, 1917. Officer organization of engineer department in line of com- 
munications. (Memo. No. 1, L. of C.) 

Aug. 25, 1917. Memorandum on location of engineer regiments. 

Aug. 29, 1917. Engineer personnel in line of communications. (G. O. No. 1, 
L. of C.) 

Aug. 30, 1917. War diaries. (G. O. 2, L. of C.) 

"Sept. 5, 1917. List of officers and civilians on duty in office of chief engineer, 
American Expeditionary Forces. (E. S. File 2^-83a.) 

September, 1917. War diary of Gen. Taylor, re operations of the Engineer 
Department from July 27, 1917, to September 6, 1917. (E. S. Files 20-23, 
and 69. 1, 2, 3, 4, 5, 6, and 7.) 

September, 1917. Data for war diary furnished by the chief engineer, Ameri- 
can Expeditionary Forces, covering the Engineer Department, July 27 
to September 6, 1917. (E. S. Files 30-23, and 69 1, 2, 3, 4, 5, 6, and 7.) 

Sept. 12, 1917. List of officers showing sections to which assigned in the office 
of the chief engineer, line of communications. (P. S. Files.) 

Sept. 18, 1917. Charts of Engineer Department. (E. S. File 15-1-9.) 

Sept. 25, 1917. Organization diagram of the Engineer Service at large. (E. S. 
File 15-1-9.) 



404 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

Sept. 28, 1917. Brig. Gen. William C. Langfitt, National Army, relieved as 
chief of staff, line of communication, and succeeded by Maj. J. P. Adams. 
Infantry, United States Army. (G. O. 4, Hq. S. O. S.) 

Oct. 14, 1917. Functions of chief engineer under line of communication. 
(E. S. File 3-1.) 

Oct. 14, 1917. Director general of transportation, functions compared with 
those of chief engineer officer. Letter of chief engineer to director 
general of transportation. (E. S. File 3-1.) 

Oct. 30, 1917. Report on Engineer Service, British Army, by Col. G. A. Young- 
berg. (E. S. File 3-4-45.) 

Nov. 9, 1917. Chart of chief engineer organization. (E. S.) 

Nov. 10, 1917. Officers announced as members of general staff: Col. W. D. 
Connor, Corps of Engineers ; Lieut. Col. R. G. Alexander, Corps of Engi- 
neers; Lieut. Col. A. B. Barber, Corps of Engineers. (G. O. 58, 1917, 
G. H. Q., A. E. F.) 

Nov. 14, 1917. Lieut. Col. Hodge, Corps of Engineers, made manager of roads. 
(G. O. 61, 1917, G. H. Q., A. E. F.) 

Nov. 27, 1917. Brig. Gen. Mason M. Patrick relieved as commanding general, 
line of communication, by Maj. Gen. Kernan. Base sections Nos. 3 and 
4 established. Requisitions of French government. (G. O. 66, 1917, 
G. H. Q., A. E. F.) 

Dec. 8, 1917. Letter of chief engineer, line of communication, re officer to 
be sent to the United States to represent the needs of the Engineer 
Department. (E. S. File 16-2-356.) 

Dec. 13, 1917. Classifications of positions in the American Expeditionary 
Forces. Salary adjustments. (G. O. 74, 1917, G. H. 0-, A. E. F.) 

Dec. 14, 1917. Line of communication, advance sections, base and interme- 
diate sections, described. (G. O. 75, 1917, G. H. Q., A. E. F.) 

Dec. 17, 1917. Divisional are'a work in charge of engineer officer, advance sec- 
tion, line of communication. (Circular No. 12, Adv. Sec. L. of C.) 

Dec. 21, 1917. Report of chief engineer, American Expeditionary Forces, to 
Chief of Engineers. United States Army, re Engineer operations in 
France up to Dec. 1, 1917. (E. S. File 3-4-58.) 

Dec. 21, 1917. Chief engineer officer's report on Engineer operations in France 
since June 11, 1917. (E. S.) 

Jan. 3, 1918. Memorandum of chief engineer, American Expeditionary 
Forces, to chief of staff, American Expeditionary Forces, recommending 
that orders be issued defining more clearly the functions of the Engineer 
Department, to avoid duplication of duties with the director general of 
transportation. (E. S. File 3-4-68.) 

Jan. 3, 1918. Headquarters line of communications will be established at Tours 
at noon Tuesday, Jan. 15. (G. H. Q. Memo.) 

Jan. 7, 191S. Regulations between heads of staff departments in American 
Expeditionary Forces, and line of communications defined. (Memo. G. 
H. Q. to L. of C, E. S. 3-1.) 

Jan. 9, 1918. Lieut. Col. E. R. Graves, Corps of Engineers, announced as mem- 
ber of general staff. (G. O. 7, 1918, G. H. Q., A. E. F.) 

Jan. 21, 1918. Engineers to install portable shower baths. Following officers 
announced as members of general staff: Lieut. Col. Harold S. Hetrick, 
Corps of Engineers; Lieut. Col. Lewis H. Watkins, Corps of Engineers; 
Maj. Charles F. Williams, Corps of Engineers. (G. O. 13, 1918, 
G. H. Q., A. E. F.) 

Jan. 25, 1918. Engineer Department charged with technical photography of 
Engineer operations. (G. O. 15, 191S, G. H. Q., A. K. F.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 405 

Feb. 6, 1918. Translation of general order issued by French authorities in 
dealing with the American services. (Bui. 11, Hq. L. of C.) 

Feb. 6, 1918. Corrected Tables of Organization. (G. O. 31, 1918, G. H. Q., A. 
E. F.) 

Feb. 8, 191S. Letter chief engineer to secretary general staff, functioning 
Corps of Engineers — relationship between Chief of Engineers and Com- 
mander in Chief is similar to that of Chief of Engineers and Secretary 
of War. (E. S. File 3-1.) 

Feb. 15, 1918. Lieut. Col. E. R. Graves, Corps of Engineers, relieved from duty 
as member of general staff. (G. O. 30, 1918, G. H. Q., A. E. F.) 
member of general staff. (G. O. 30, 1918, G. H. Q., A. E. F.) 

Feb. 16, 1918. Service of Supply created ; chief engineer, American Expe- 
ditionary Forces, under commanding general, Service of Supply. (G. O. 
31, 1918, G. H. Q., A. E. F. ) 

Mar. 6, 1918. Following officers announced as members of general staff: Maj. 
Charles L. Hall, Corps of Engineers ; Maj. J. H. Poole, Engineer Officers' 
Reserve Corps. (G. O. 36, G. H. Q., A. E. F.) 

Mar. 9, 1918. Gen. W. C. Langfitt, chief of utilities. Engineer Department 
functions changed. (G. O. 38, 1918, G. H. Q., A. E. F.) 

Mar. 19, 1918. Office of chief engineer moved from Chamount to Tours. 

Apr. 8, 1918. Chief engineer to commander in chief letter — " The principal ac- 
tivities of the Engineer Department in which I have control," etc. (E. S. 
File 3-4.) 

Apr. 8, 1918. Maj. William C. Sherman, Corps of Engineers, announced as 
acting general staff officer. (G. O. 54, 1918, G. H. Q., A. E. F.) 

Apr. 8, 1918. All commissioned officers to make personal report monthly to 
Chief of Engineers at Washington, sending copy to chief engineer, 
American Expeditionary Forces. (S. O. S. Circ. 35.) 

Apr. 30, 1918. Procedure for handling communications at headquarters, Serv- 
ice of Supply. The fourth section to be under Col. H. C. Smither, chief 
of staff (G-4), to receive communications as to supply, construction, and 
transportation. (S. O. S. Memo. 24.) 

May 10, 1918. All chiefs of supply and technical departments of Service of 
Supply to make frequent personal inspections of the projects. (S. O. S. 
Memo. 30.) 

May 13, 1918. General superintendent of transportation announced with names 
of his assistants. (Gen. Notice 3, D. G. T.) 

May 25, 1918. Col. Hugh L. Cooper, engineers, and Maj. J. C. Nutt, R. T. C, 
N. A., assigned to the office of chief of utilities for duty and station. 
Technical matters of construction referred to Col. Cooper. Technical 
matters of transportation referred to Maj. Nutt. (Circ. 20, C. of U.) 

May -ti, 1918. Officers announced for the organization of the 58th, 59th, 64th, 
65th, and 67th Engineers and the battalions assigned to their lines. (G. 
O. 17, D. G. T.) 

May 29, 1918. Brig. Gen. Mason M. Patrick announced as chief of air service. 
(G. O. 81, 1918, G. H. Q., A. E. F.) 

May 31, 1918. Signature of cables originating in Office of Chief of Engineers 
to be " Taylor." (Circ. 22, C. of U.) 

June 4, 1918. Col. Charles W. Kutz, Corps of Engineers, assigned to duty as 
assistant chief of staff, first section (G-l), Service of Supply, relieving 
Col. Alvin B. Barber, general staff. (G. O. 21, 1918, G. H. Q., A. E. F.) 

June 13, 191S. Railway transportation office established. (Bui. 16, Hq. S. O. S.) 

June 18, 1918. Duties of chief engineer of Army and chief engineer of Arm; 
corps. (G. O. 98, 1918. G. H. Q., A. E. F.) 



406 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

June 19, 1918. Personnel and material allowance for each Engineer regiment, 
i G. 0. 99, 191S, G. H. Q.. A. E. F.) 

June 20, 1918. District engineers' duties outlined as representatives of the 
engineer of construction. (G. O. 20, D. G. T.) 

June 20, 1918. Col. Charles G. Dawes announced as representative of Ameri- 
can Expeditionary Forces on military board of allied supply. (G. O. 
100, G. H. Q., A. E. F.) 

June 25, 191S. Second Army Corps formed; Col. H. S. Hetrick, Engineers, 
assistant chief of staff; Col. H. B. Ferguson, Engineers, chief engineer. 
Third Army Corps, Col. W. P. Wooten, Engineers, chief engineer. Fourth 
Army Corps, Col. James F. Mclndoe, Engineers, chief engineer. (G. O. 
102, 1918, G. H. Q., A. E. F.) 

July 1, 1918. Papers from general headquarters to chief engineer to be handled 
direct without passing through headquarters, Service of Supply. 
(Letter.) 

July 2, 1918. Col. G. A. Youngberg, Corps of Engineers, announced as acting 
general staff officer. (G. O. 107, 1918, G. H. Q.. A. E. F.) 

July 11, 1918. Construction and forestry and light railwavs and roads added 
to functions of the Engineers. Maj. Gen. William C. Langfitt, National 
Army, appointed chief engineer, American Expeditionary Forces, re- 
lieving Brig. Gen. Harry Taylor. (G. O. 114, 191S, G. H. Q., A. E. F.) 

July 12, 1918. Under provisions of order announcing Maj. Gen. Langfitt, Na- 
tional Army, as chief engineer, American Expeditionary Forces, the fol- 
lowing subdivision of the office of the chief engineer with their respective 
heads announced : Division of military engineering and engineer supplies, 
Brig. Gen. Harry Taylor, National Army; division of construction and 
forestry, Brig. Gen. Edgar Jadwin, National Army, director; division 
of light railways and roads, Brig. Gen. Charles H. McKinstry, Na- 
tional Army, director. Personnel and material assigned to these agencies 
transferred to Engineer Department. (G. O. 29, Hq. S. O. S.) 

July 22, 1918. Col. J. B. Cavanaugh, chief of engineers, assigned to duty as 
assistant chief of staff, first section, (G-l), Service of Supply, relieving 
Brig. Gen. Charles W. Kutz, National Army. Lieut. Col. J. H. Poole, 
general staff, assigned to duty as deputy assistant chief of staff, fourth 
section (G-4), Service of Supply, vice Col. Avery D. Andrews, Engineers, 
National Army. (G. O., Hq. S. O. S.) 

July 24, 1918. Brig. Gen. Jay J. Morrow designated as chief engineer, First 
Army. (G. O. 120, 1918, G. H. Q., A. E. F.) 

July 24, 191S. Col. John S. Sewell, Engineers, National Army, announced com- 
manding officer base section No. 1. Col. W. J. Wilgus, Engineers, Na- 
tional Army, relieved as deputy director general of transportation and 
announced as assistant director general of transportation. (G. O. 32, 
Hq. S. O. S.) 

Aug. 2, 1918. Following officers announced as acting members general staff: 
Maj. E. P. Conway, Engineers; Capt. L. M. Rhoades. Engineers; First 
Lieut. C. J. Chaffin, Engineers; First Lieut. H. W. French, Engineers; 
First Lieut. S. L. Wolfe, Engineers; First Lieut. B. H. Wulfkoetter, 
Engineers. (G. O. 138, G. H. Q., A. E. F.) 

Aug. 7, 191S. Engineer Department's responsibility in connection with water 
supplies. Corps Engineer regiments, minus their second battalions, to be 
transferred to depot Division. (G. O. 131, 1918, G. H. Q., A. E. F.) 

Aug. 15, 1918. Maj. Wilhelm D. Styer, Corps of Engineers, announced as acting 
general staff officer. (G. O. 134, G. H. Q., A. E. F.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 407 

Aug. 19, 1918. Col. Thomas H. Emerson, Corps of Engineers, appointed as- 
sistant chief of staff, Fifth Army Corps. Col. Harry Burgess, Corps of 
Engineers, appointed chief engineer, Fifth Army Corps. (G. O. 136, 1918, 
G. H. Q., A. E. F.) 

Aug. 21, 1918. Col. Avery D. Andrews, Corps of Engineers, appointed assistant 
chief of staff, G-l. (G. O. 137, 1918, G. H. Q., A. E. F.) 

Aug. 29, 1918. Additions to duties of chief engineer, American Expeditionary 
Forces. (G. O. 144, 1918, G. H. Q., A. E. F.) 

Sept. 2, 1918. Following Engineer regiments transferred to the Transportation 

» Corps : 19th, 31st, 35th, 36th, 38th, 39th, 44th, 45th, 46th, 47th, 48th, 49th, 

60th, 61st, 62d, 63d, 64th, 65th, 66th, 67th, 446th, and 449th. (G. O. 42, 
1918, Hq. S. O. S.) 

Sept. 12, 1918. Col. Warren T. Hannum, Corps of Engineers, acting general 
staff officer. (G. O. 154, 1918, G. H. Q., A. E. F.) 

Sept. 26, 1918. Col. F. Mears, Engineers, announced as general manager. (G. O. 
29, D. G. T.) 

Oct. 8, 1918. Following nominations to Senate by President : To be major gen- 
erals : Brig. Gen. Henry Jervey, National Army ; Brig. Gen. Clement A. F. 
Flagler, National Army. To be brigadier generals : Col. Sanford B. Stan- 
berry, Engineers, National Army; Col. Charles I. Dobovoise, Engineers, 
National Army; Col. William H. Rose, Engineers, National Army; Col. 
Avery D. Andrews, Engineers, National Army ; Col. Sherwood A. Cheney, 
Engineers, National Army ; Col. Herbert Deakyne, Engineers, National 
Army ; Col. James F. Mclndoe, Engineers ; Col. Charles G. Dawes, Engi- 
neers. (Memo. 120, S. O. S.) 

Oct. 10, 1918. Col. Herbert Deakyne appointed chief engineer, Second Army. 
(G. O. 175, 1918, G. H. Q., A. E. F.) 

Oct. 12, 1918. Maj. E. P. Conway, Corps of Engineers, relieved as general staff 
officer. (G. O. 177, 1918, G. H. Q., A. E. F.) 

Oct. 14, 1918. Col. T. H. Emerson and Maj. John C. Low announced as acting 
general staff officers. 

Oct. 15, 1918. Brig. Gen. Charles Keller, Engineers, assigned as deputy chief 
engineer, American Expeditionary Forces. Brig. Gen. T. H. Rees re- 
lieved from duty as deputy chief engineer. Brig. Gen. J. F. Mclndoe 
assigned as director of military engineering and engineer supplies. 
(G. O. 1, O. C. E.) 

Oct. 18, 1918. 68th Engineers transferred to Transportation Corps. Engineer 
forestry troops to be organized into one regiment, the 20th Engineers, 
and attached Engineer service companies. (G. O. 47, Hq. S. O. S.) 

Oct. 23, 1918. Col. Clarence O. Sherrill announced as acting member of gen- 
eral staff. (G. O. 185, 1918, G. H. Q., A. E. F.) 

Oct. 2S, 1918. Maj. J. H. Wickersham, Engineers, appointed deputy engineer 
supply officer at general headquarters. (G. O. 2, O. C. E.) 

Nov. 7, 1918. Col. Jay J. Morrow made chief engineer, Third Army. (G. O. 
198, 1918, G. H. Q., A. E. F.) 

Nov. 8, 1918. Organization of 227th Engineers (supply and shop) and 228th 
Engineers (water supply) authorized. (G. O. 199, 1918, G. H. Q., A. E. F.) 

Nov. 11, 1918. Chiefs of services to report on work made nonessential by sign- 
ing of armistice. Col. Ralph T. Ward and Maj. Cuthbert P. Noland 
detailed as acting general staff officers. All work connected with sound 
and flash ranging of airplanes and directing of searchlights for antiair- 
craft guns to be conducted by Engineers, who will furnish supplies. Al- 
lowance of ally personnel to Engineer Regiments. (G. O. 202, 1918, 
G. H. Q., A. E. F.) 



408 HISTORICAL REPORT CHIEF ENGINEER A. E. E. 

Nov. 14, 1918. Maj. John P. Hogan, Engineers, detailed as acting general staff 
officer. (G. O. 205, 1918, G. H. Q., A. E. F.) 

Nov. 16, 1918. Brig. Gen. J. J. Morrow assigned as deputy chief engineer, 
A. E. F., relieving Brig. Gen. Charles Keller. (G. O. 3, O. C. E.) 

Nov. 18, 191S. Publication of letter from commanding general, American Ex- 
peditionary Forces, concerning return of officers to States in quest of 
officers for special Engineer work, especially forestry. Also in regard 
to personnel branch of general staff and selection of candidates for com- 
missions direct from civil life. (Memorandum 152.) 

Undated, 1918. Organization of water supply service under the Engineer Corps 
(Bui. 55, G. H. Q., A. E. F.) 

Undated, 1918. Duties of Army Engineer Corps and duties of chief engineer. 
(Bui. 65, G. H. Q., A. E. F.) 

Undated, 1918. Calling attention to cablegram S-164, pax-agraph 1, for refer- 
ence chief of staff. Reference X-74, paragraph 10, requesting definition 
of "matters of engineering, designing, and special assemblies." (Memo. 
114, Hq. S. O. S.) 

Nov. 27, 1918. Advisory liquidation board appointed. Membership includes 
Brig. Gen. Charles G. Dawes, Engineers. (G. O. 59, Hq. S. O. S.) 

Nov. 29, 1918. Eighth Army Corps organized. Col. William A. Mitchell ap- 
pointed chief engineer. (G. O. 219, 1918, G. H. Q., A. E. F.) 

Nov. 29, 1918. Ninth Army Corps organized. Col. William J. Barden ap- 
pointed chief engineer. (G. O. 219, 1918, G. H. Q., A. E. F.) 

Dec. 1, 1918. Second Battalion, 29th Engineers, changed to First Battalion, 
74th Engineers. Companies F, B, C, D, and E of 29th Engineers changed 
to Companies A, B, C, D, and E, 74th Engineers, respectively. 74th En- 
gineers composed of flash and sound ranging troops. (G. O. 221, 1918, 
G. H. Q., A. E. F.) 

Dec. 7, 1918. Technical board to operate under chief engineer, Amei'ican Ex- 
peditionary Forces. (G. O. 63, Hq. S. O. S.) 

Dec. 9, 1918. Lieut. Col. George L. AVatson, Engineers, detailed acting general 
staff officer. (G. O. 224, 1918, G. H. Q., A. E. F.) 

Dec. 14, 1918. Following Engineer officers detailed as acting members of gen- 
eral staff: Col. Henry C. Jewett, Lieut. Col. Brehon B. Somervell, and 
Maj. Spencer Roberts. (G. O. 229, 1918, G. H. Q., A. E. F.) 

Jan. 8, 1919. Capt. B. H. Wolfekoetter detailed acting member of general 
staff. (G. O. 6, 1919, G. H. Q., A. E. F.) 

Jan. 17, 1919. Capt. Hobart W. French, Engineers, relieved from duty as 
member of general staff. (G. O. 13, 1919, G. H. Q., A. E. F.) 

Jan. 19, 1919. War damages board created to evaluate war damages in France. 
Brig. Gen. C. H. McKinstry, senior member. The chief engineer, Ameri- 
can Expeditionary Forces, shall direct and control the expenditure of the 
necessary funds in accordance with a policy to be prescribed by these 
headquarters and shall authorize the employment of the necessary civil- 
ian personnel. (G. O. 15, 1919, G. H. Q., A. E. F.) 

.Fan. 22, 1019. Col. Ralph T. Ward, Engineers, relieved from duty as a mem- 
ber of the general staff, American Expeditionary Forces, and from further 
duty as an acting general staff officer. (G. O. 16, G. H. Q., A. E. F.) 

Mar 7, 1919. Col. Charles L. Hall. Corps of Engineers, relieved from duty as 
member of general staff, American Expeditionary Forces, and from 
further duty as acting general staff officer. (G. O. 44. 1919, G. H. Q., 
A. E. F.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 409 

SERVICE OF UTILITIES. 

Mar. 9, 1918. Gen. Langfltt, chief of utilities, Engineer Department, functions 

changed. (G. O. 38.) 
Mar. 12, 1918. Personnel under chief of utilities. (G. O. 8, S. O. S.) 
Apr. 10, 1918. Requisitions for engineering and construction material will be 

made upon the chief engineer officer. Capt. R. T. Frazier, jr., Engineer 

Officers' Reserve Corps, appointed supply officer, Service of Utilities. 

(Circ. 9, C. of U.) 
May 25, 1918. Col. Hugh L. Cooper, Engineers, and Maj. J. C. Nutt, R. T. C, 

N. A., assigned to the office of chief of utilities for duty and station. 

Technical matters of construction referred to Col. Cooper. Technical 

matters of transportation referred to Maj. Nutt. (Circ. 20, C. of U.) 
May 31, 1918. Signature of cables originating in office of chief engineer to be 

signed "Taylor." (Circ. 22, C. of U.) 

TRAN SPORT ATION. 

May 31, 1917. Letter of adjutant general, American Expeditionary Forces (on 
board S. S. Baltic) appointing "Board to report on Forts." Report of 
board attached. (E. S. File 35-1-8.) 

May 31, 1917. Letter of adjutant general, American Expeditionary Forces (on 
board S. S. Baltic), detailing a board to report on port facilities, includ- 
ing railway facilities. Report attached, dated June 20, 1917. (E. S. 
File 35-1-8.) 

June 7, 1917. Letter of undersecretary of state for transportation, reconstruc- 
tion at various ports in France. (E. S. File 24-2.) 

June 7, 1917. Letter of undersecretary of state for transportation, reconstruc- 
tion of railways, etc., by American troops. (E. S. File 24-2.) 

June 7, 1917. Military and commercial exploitation of French mai'itime ports. 
Communication from undersecretary of state, French Republic, to Maj. 
W. B. Parsons. (E. S. File 24-2.) 

June 20, 1917. Report of board on ports (bases). Col. H. Taylor a member. 
(E. S. File 35-1-8.) 

June 27, 1917. Letter of Maj. Wilgus relative to organization of transportation 
department, with diagram attached. (E. S. File 12-13.) 

July 1. 1917. Letter of M. Claveille setting forth the need of American railway 
regiments for operation and maintenance of French railways. (E. S. 
File 40-8.) 

July 1, 1917. Translation of document from undersecretary of state for trans- 
portation to the minister of public work and transportation (French). 
(E. S. File 40-8.) 

July 1, 1917. Letter of undersecretary of state for transportation, re urgent 
need of workmen for railway transportation. (E. S. File 40-8.) 

July 2, 1917. Letter of chief quartermaster, American Expeditionary Forces, 
relative to organization of the nine railway regiments (Nos. 11 to 19, in- 
clusive), equipping and rationing them. (E. S. File 12-10 Misc.) 

July 5, 1917. Letter of Maj. Wilgus recommending certain construction for 
port of Bassens. (E. S. File 24-10.) 

July 5, 1917. Letter of Maj. Wilgus re terminal facilities at port of P.nssens. 
(E. S. File 24-10.) 

July 5, 1917. Minutes of conference re railway organization. 

July 5, 1917. Maj. Wilgus's report on Bassens port facilities. (E. S. File 
24-10.) 



410 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

July 6, 1917. Report of conference at Paris between British, French, and 

American officials re transportation problems. (E. S. File 40-6.) 
July 6, 1917. Report of Maj. Wilgus re railway and terminal facilities at 

port of La Martiniere. (E. S. File 24-6 Misc.) 
July 6, 1917. Minutes of conference with British and French authorities re- 
garding transportation matters. (E. S. File 40-5.) 
July 6, 1917. Letter of Maj. William B. Parsons, re director of railways, 

line of communications, organization of transportation. (E. S. File 

40-5.) 
July 7, 1917. Letter from commander-in-chief re port facilities at Bassens. 

(E. S. File 24-8.) 
July 11, 1917. Maj. Wilgus's report on Usinos port facilities. (E. S. File 

24-5.) 
July 11, 1917. Maj. Wilgus's report on La Martiniere port facilities. (E. S. 

File 24-6.) 
July 12, 1917. Confidential memo by Col. Maurier re agreement allotting 

space at certain ports. (E. S. File 24-4.) 
July 13, 1917. Report of Maj. Wilgus re port facilities in general. Recom- 
mends approval of construction of tracks, etc., at La Martiniere, rail- 
road between Paimboeuf and Nantes. (E. S. File 24-7 Misc.) 
July 14, 1917. Requisition covering railway tools and materials. Tonnage 

157,936. Requisition on Chief of Engineers, Washington, by Maj. Wilgus. 

(Requisition No. 6.) 
July 15, 1917. Letter from chief engineer officer to Maj. Graves re railroad 

timber requirements for an army of 500,000. (E. S. File 14-3.) 
July 20, 1917. Copy of statement of British importations to France, by ports. 

during May, 1917. (E. S. File 24-22.) 
July 22, 1917. Letter of A. Claveille re railway and terminal facilities at 

Bordeaux. (E. S. File 24-11.) 
July 22, 1917. Copy of translation of report by M. Claveille, undersecretary of 

state for transports, re port of Bordeaux, docks at Bassens. (E. S. 

File 24-11.) 
July 24, 1917. Notes on interview between Gen. Pershing and various officers 

of the director general of transportation of the British Armies in 

France. (File 40-10.) 
July 27, 1917. Letter from M. Claveille to Col. Taylor re project for base at 

Talmont. (E. S. File 70-1.) 
July 31, 1917. Col. Taylor's reply to M. Claveille in regard to project for 

base at Talmont. (E. S. File 70-2.) 
August 5, 1917. Letter of undersecretary of state for transportation re 

wharves at Pauillac. (E. S. File 24-18.) 
August 5, 1917. Note of M. Claveille re wharves at Pauillac-Trompeloup. 

(E. S. File 24-18.) 
August 6, 1917. Letter of Maj. Wilgus re additional tracks at Pauillac. (E. S. 

File 24-17.) 
August 20, 1917. Letter from the mayor of Meschers recommending the bay 

of Meschers-Talmont for a port. Col. Taylor's reply. (E. S. File 24-24.) 
August 22, 1917. Letter from Maj. Cooper re survey of harbor near Vannes. 

(E. S. File 24-20.) 
Sept. 3, 1917. Letter from Col. Taylor transmitting report on bases (see 35-1-8 

above) and Maj. Wilgus's report on British and proposed American 

port facilities in France, dated July 24. (E. S. File 25-1-9.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 411 

Sept. 9. 1917. Letter of chief engineer, American Expeditionary Forces, with 
reply attached to assistant director railways re direction of operations. 
(E. S. File 30-1-13.) 

Sept. 14, 1917. Transportation department established. (G. O. 37, 1917, G. H. 
Q., A. E. F.) 

Oct. 9, 1917. Letter of director general of transportation, with reply attached 
re Engineer services and duties under the provisions of General Orders, 
No. 37, G. H. Q., A. E. F. (E. S. file 3-1-8.) 

Oct. 14, 1917. Memorandum of Col. Youngberg; functions of chief engineer 
under line of communications. (E. S. File 3-1.) 

Oct. 14, 1917. Letter of chief engineer to director general of transportation ; 
director general of transportation functions compared with those of 
chief engineer officer. (E. S. File 3-1.) 

Nov. 1, 1917. 17th, 18th, and 19th Engineers transferred to director general 
of transportation. (G. O. 24, L. of C.) 

Dec. 1, 1917. Gen. Taylor's report on operations to Dec. 1 ; includes con- 
struction and director general of transportation functions. (E. S. 
File 3-4.) 

Dec. 8, 1917. Motor transport service established. (G. O. 70, G. H. Q.. 
A. E. F.) 

Dec. 26, 1917. Letter of commander in chief inclosing forms for submission of 
reports for railways, etc. (E. S. File 3-1-68.) 

Dec. 27, 1917. "It. W. C." report. See notes on page 38 of matter written by 
Capt. McFarren on organization. (E. S. Files.) 

Jan. 3, 1918. Memorandum of chief engineer, American Expeditionary Forces, 
to chief of staff, American Expeditionary Forces, recommending that 
orders be issued defining more clearly the functions of the Engineer 
Department, to avoid duplication of duties with the director general of 
transportation. (E. S. File 3^-68.) 

Jan. 3, 1918. Letter commander-in-chief to commanding general, Line of Com- 
munication, and to Chief Engineer, A. E. F., charged with construction 
except that charged to transportation department. (E. S. Files.) 

Jan. 3, 1918. Memorandum of chief engineer, American Expeditionary Forces, 
inclosing draft of letter to chief engineer, line of communication, director 
general of transportation and chief engineer, American Expeditionary 
Forces, defining the duties more clearly re construction as outlined in 
general orders, headquarters American Expeditionary Forces, 1917. (E. S. 
File 3-4-68.) 

Jan. 3, 1918. Memorandum of Gen. Taylor to chief of staff, American Ex- 
peditionary Forces, inclosing draft of letter and recommending it be 
sent to director general of transportation, and chief engineer, line of com- 
munication, defining construction work to be done by the director general 
of transportation and chief engineer, line of communication, more clearly 
as outlined in General Orders, No. 8. (E. S. 3-4-68.) 

Feb. 2, 1918. Railway construction work is executed by Engineer personnel 
under direction of director general of transportation. (E. S. File 
14-1-14.) 

Mar. 27, 1918. Organization of a provisional depot battalion of railway oper- 
ating troops authorized. (G. O. 5, Hq. S. O. S.) 

Apr. 30, 1918. Col. H. C. Smither, chief of staff (G-4), to receive all communi- 
cations as to transportation. (Memo. 24,, Hq. S. O. S.) 



412 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

May 9, 1918. Organization of 58th, 59th, 64th, and 65th Standard Gauge Oper- 
ating Battalions and the 67th Standard Gauge Railway Transportation 
Battalion authorized. (G. O. 15, Hq. S. O. S.) 

May 13, 1918. General superintendent of transportation announced, with names 
of his assistants. (Gen. Notice 3, D. G. T.) 

May 25, 1918. Col. Hugh L. Cooper, Engineers, and Maj. J. C. Nutt, R. T. C, 
N. A., assigned to the office of chief of utilities for duty and station. 
Technical matters of construction referred to Col. Cooper. Technical 
matters of transportation referred to Maj. Nutt. (Circ. No. 20, C. of U.) 

May 25, 1918. 19th Engineers (railway) to be organized into five battalions and 
the 35th Engineers (railway) into six battalions and their duties outlined. 

May 26, 1918. Officers announced for the organization of the 58th, 59th, 64th, 
65th, and 67th Engineers and the battalions assigned to their lines. (G. O. 
17, D. G. T.) 

June 13, 1918. Railway transportation offices established. (Bull. No. 16, Hq. 
S. O. S.) 

June 16, 1918. Duties of district engineer on changes or new construction being 
undertaken under control of the French. (G. O. 21, D. G. T.) 

July 6, 1918. Report of conference at Paris between British, French, and 
American officials re transportation problems. (E. S. File 40-6.) 

July 11, 1918. Functions of transportation service. (G. O. 114, G. H. Q.. 
A. E. F.) 

July 11, 1918. Authority to issue orders involving travel of commissioned 
officers and soldiers. (Bui. 20, Hq. S. O. S.) 

July 24, 1918. Col. W. J. Wilgus, Engineers, National Army, relieved as 
deputy director general of transportation and announced as assistant 
director general of transportation. (G. O. 32, Hq. S. O. S.) 

Aug. 8, 1918. Port facilities to be developed to fullest extent. New port 
construction to be started at Bordeaux and the Gironde, St. Nazaire and 
the Loire, -La Pallice, Brest, Marseille, and Talmont. Storage facilities 
to be pushed on to completion. Question of use of material which requires 
sea transportation to be carefully studied with view to obtaining as 
much as possible from French sources. Railroad facilities to be aug- 
mented and Service of Supply personnel to be provided. (Memo. 79, 
S. O. S.) 

Sept. 7, 191S. Following Engineer Regiments transferred to the Transportation 
Corps : 19th, 31st, 35th, 36th, 38th, 39th, 44th, 45th, 46th, 47th, 48th, 49th, 
50th, 51st, 52d, 53d, 54th, 57th, 58th, 59th, 60th, 61st, 62d, 63d, 64th, 65th, 
66th, 446th, and 449th. (G. O. 42, Hq. S. O. S.) 

Sept. 26, 1918. Col. F. Mears, Engineers, announced as general manager, 
director general of transportation. (G. O. 29, D. G. T.) 

Oct. IS, 1918. 68th Engineers transferred to Transportation Corps. (G. O. 47, 
Hq. S. O. S.) 

Nov. 19, 1918. Transportation department, American Expeditionary Forces, 
charged with carrying out agreements with Allies in reference to the 
operation, exploitation, and repair of railroads assigned to American 
Expeditionary Forces; normal gauge railroad construction and repair 
transferred from Engineer Department to the transportation department. 
Engineer Department to furnish materials, supplies, tools, and labor. 
(G. O. 56, Hq. S. O. S.) 

Undated. Notes of organization of British transportation facilities. (E. S. 
File 40-10.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 413 

Undated. Notes on interviews between commander in chief and the director 
general of transportation, British Expeditionary Forces, re railways. 
(E. S. File 40-10.) 

Dec. 18, 1918. 518th, 538th, 701st, and 702d Engineers formed into stevedore 
companies as follows: 518th will form Companies 846, 847, 848, and 855, 
Transportation Corps ; 538th will form Companies 856, 858, 859, and 860, 
Transportation Corps ; 701st will form Companies 861, 862, 863, and 864, 
Transportation Corps ; 702d will form Companies 865, 866, 867, and 868, 
Transportation Corps. The 69th, 81st, 93d, and 118th Engineers will be 
formed into railway companies as follows : 69th Engineers will be formed 
into Companies 134 to 136, Transportation Corps; 81st Engineers (1 
company) will be formed into Company 137, Transportation Corps; 93d 
Engineers (1 company) will be formed into Company 138, Transportation 
Corps ; 118th Engineers will be formed into Companies 139 to 150, Trans- 
portation Corps. 

CONSTRUCTION. 

May 31, 1917. Letter of adjutant general, American Expeditionary Forces (on 

board S. S. Baltic), appointing board to report on ports. Report of 

board attached. (E. S. File 35-1-8.) 
June 7, 1917. Military and commercial exploitation of French maritime ports. 

Communication from undersecretary of state, French republic, to Maj. 

W. B. Parsons. (E. S. File 24-3.) 
June 7, 1917. Letter of undersecretary of state for transportation reconstruc- 
tion at various ports in France. (E. S. File 24-2.) 
July 9, 1917. Letter of Maj. Wilgus recommending certain construction for 

port of Bassens. (E. S. File 24-10.) 
July 7, 1917. Letter from commander in chief re port facilities at Bassens. 

24-5.) 
July 11, 1917. Maj. Wilgus's report on Usines Brules port facilities. (E. S. File 

24-5.) 
July 11, 1917. Maj. Wilgus's report on La Martiniere port facilities. (E. S. 

File 24-6. ) 
July 12, 1917. Confidential memo by Col. Maurier re agreement allotting space 

at certain ports. (E. S. File 24-4.) 
July 13, 1917. Maj. Wilgus's report on port facilities in general. (E. S. 

File 24-7.) 
July 22, 1917. Copy of translation of report by M. Claveille, undersecretary of 

state for transports, re port of Bordeau-Bassens docks. 
July 27. 1917. Letter from M. Claveille to Col. Taylor re project for base at 

Talmont. (E. S. File 70-1.) 
July 31, 1917. Col. Taylor's reply to M. Claveille in re project for base at Tal- 
mont. (E. S. File 70-2.) 
August 5, 1917. Note of M. Claveille re wharves at Pauillac-Trompeloup. (E. 

S. File 24-18.) 
August 6, 1917. Requisition covering construction tools requisition on Chief of 

Engineers, Washington, by Maj. Cooper. (Requisition No. 8.) 
Aug. 20, 1917. Letter from the mayor of Meschers recommending the bay of 

Meschers-Talmont for a port. Col. Taylor's reply. (E. S. File 24-24.) 
■Vug. 22, 1917. Letter from Maj. Cooper re survey of harbor near Vannes. (E. 

S. File 24-20.) 



414 HISTORICAL, REPORT CHIEF ENGINEER A. E. F. 

Sept. 3, 1917. Letter from Col. Taylor transmitting report on bases (see 35-1-8 
. above) and Maj. Wilgus's report on British and proposed American port 
facilities in France, dated July 24. (E. S. File 25-1-9.) 

Oct. 10, 1917. Scarcity of construction material. (G. O. No. 46, G. H. Q., 
A. E. F.) 

Dec. 1, 1917. Gen. Taylor's report on operations to Dec. 1, includes construc- 
tion and director general of transportation functions. (E. S. File 3-4.) 

Dec. 26, 1917. Commander in chief directs submission of reports covering con- 
struction under the Engineer Department and reports showing supplies 
in hand in depots. (E. S. File 3-4-6S.) 

Jan. 3, 1918. Letter commander in chief to commanding general, line of com- 
munications, and to chief engineer, Engineer Department, charged 
with construction except that charged to transportation department. 
(E. C.) 

Jan. 3, 1918. Memorandum of chief engineer, American Expeditionary Forces, 
inclosing draft of letter to chief engineer, line of communications, direc- 
tor general of transportation, defining the duties more clearly re con- 
struction as outlined in general orders, headquarters American Expe- 
ditionary Forces, 1917. (E. S. File 3-4-68.) 

Jan. 21, 1918. Lieut. Col. Harold S. Hetrick, Corps of Engineers; Lieut. Col. 
Lewis H. Watkins, Corps of Engineers, and Maj. Charles F. Williams, 
Corps of Engineers, announced as general staff officers. Engineers to 
install portable shower baths. (G. O. 13, G. H. Q., A. E. F.) 

Jan. 31, 1918. Chief engineer, line of communications, charged with construc- 
tion, etc., of engineer depots, etc. (Circ. 8, O. C. E.) 

Feb. 2, 1918. Railway construction work is executed by Engineer personnel un- 
der direction of director general of transportation. (E. S. File 14-1-14.) 

Feb. 6, 1918. General construction work is executed by Engineer personnel. 
In line of communications it is under chief engineer, line of communica- 
tions. In Army and corps areas it will be supervised by chief engineer of 
Army or corps. (E. S. File 14-1-14.) 

Feb. 18, 1918. Construction and repairs by Engineers. (G. O. 32, G. H. Q., 
A. E. F.) 

March, 1918. All road work in base sections and intermediate sections to be 
done under direction of the director of construction and forestry. (G. 
O. 1, Hq. S. O. S., S. O. U.) 

Apr. 10, 1918. Requisition for engineer and construction material will be made 
upon the chief engineer officer. Capt. R. T. Frazier, jr., Engineer Officers' 
Reserve Corps, appointed supply officer, Service of Utilities. (Circ. No. 9, 
C. of U.) 

Apr. 30, 1918. Procedure for handling communications at headquarters, Service 
of Supply. The fourth section to be under Col. H. C. Smither, chief of 
staff (G-^i), to receive communications as to supply, construction, and 
transportation. (Memo. 24, S. O. S.) 

May 25, 1918. Col. Hugh L. Cooper, Engineers, and Maj. J. C. Nutt, R. T. C, 
N. A., assigned to the office of chief of utilities for duty and station. 
Technical matters of construction referred to Col. Cooper. (Circ. 20, 
C. of U.) 

June 16, 1918. Duties of district engineer on changes or new construction being 
undertaken under control of the French. (G. O. 21, D. G. T.) 

June 20, 1918. District engineers' duties outlined as representatives of the 
engineer of construction. (G. O. 20, D. G. T.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 415 

July 11, 1918. Construction and forestry and light railways and roads added 
to functions of the Engineer Corps. Maj. Gen. William C. Langfitt, 
National Army, appointed chief engineer, American Expeditionary Forces, 
relieving Brig. Gen. Harry Taylor. (G. O. 114, G. H. Q., A. E. F.) 
July 12, 1918. Under provisions of order announcing Maj.Gen. Langfitt, National 
Army, as chief engineer, American Expeditionary Forces, the following 
subdivisions of the office of chief engineer, with their respective heads, 
announced: Division of military engineering and engineer supplies, Brig. 
Gen. Harry Taylor, National Army ; division of construction and forestry, 
Brig. Gen. Edgar Jadwin, National Army, director ; division of light rail- 
ways and roads, Brig. Gen. Charles H. McKinstry, director. Personnel 
and material assigned to these agencies transferred to Engineer Depart- 
ment. (G. O. 29, Hq. S. O. S.) 
July 24, 1918. Notes on interview between Gen. Pershing and various officers of 
the director general of transportation of the British Armies in France. 
(E. S. File 40-10.) 
July 24, 1918. Maj. Wilgus to Col. Taylor, report on British and proposed 
American port facilities in France. (This document is also included in 
data on ports.) (E. S. File 40-11.) 
Aug. 6, 1918. Purchase of standing timber to be made through division of con- 
struction and forestry. (G. O. 130, G. H. Q., A. E. F.) 
Aug. 8, 1918. Port facilities to be developed to fullest extent. New port con- 
struction to be started at Bordeaux and the Gironde, St. Nazaire, and 
the Loire, La Pallice, Brest, Marseille, and Talmont. Storage facilities 
to be pushed on to completion. Question of use of material which re- 
quires sea transportation to be carefully studied with view to obtaining 
as much as possible from French sources. Railroad facilities to be aug- 
mented and Service of Supply personnel to be provided. (Memo. 79, 
S. O. S.) 
Sept. 19, 1918. Division of Construction and Forestry to conduct all negotia- 
tions for acquisition of standing timber to exceed 5,000 francs. (G. O. 
159, G. H. Q., A. E. F.) 
Oct. 30, 1918. Section V, paragraph 1, General Orders, No. 32, Headquarters 
Chief of Staff, revoked and table published showing sources of materials 
and responsibility for repairs for buildings and their equipment. (G. O. 
191, G. H. Q., A. E. F.) 
Nov. 14, 1918. Cancellation of numerous projects and orders for supplies, fol- 
lowing signing of the armistice. (G. O. 54, Hq. S. O. S.) 
Mar. 24, 1919. In camps at Marseille, Bordeaux, St. Nazaire, Brest, Le Mans, 
and St. Aignan the chief engineer will take steps to screen kitchens, mess 
halls, bakeries, and hospitals, and provide traps for these camps. Screen- 
ing of kitchens to be given priority. (Bui. 15, Hq. S. O. S.) 

FORESTRY. 

June 22, 1917. Report of conference held in office of chief engineer, American 
Expeditionary Forces, on timber supply. (E. S. File 14-2 Misc.) 

June 22, 1917. Minutes of conference on timber supply between Col. Taylor 
et al. and Col. Sutherland, British Army. (E. S. File 14-2.) 

June 27, 1917. Report of Maj. H. S. Graves on forestry supplies, American re- 
quirements, etc. Cooperation with British, purchase of timber, etc. (E. S. 
File 26-1.) 

June 27, 1917. Report on forest supplies by Maj. H. S. Graves. (E. S. File 
26-1 Misc.) 






416 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

June 29, 1917. Letter of Comite Frunco-Brittanique des Bois tie Guerre (Col. 
Sutherland ) inclosing copies of minutes of conferences between Gen. Lord 
Lovat and Col. Taylor on June 28, 1917, and between Gen. Lord Lovat, 
Col. Taylor, and Lieut. Sebastian relative to forestry matters. (E. S. 
File 26-3 Misc.) 

June 29, 1917. Report of conference with British forestry officers re forestry 
troops for Britain. Report of conference with Lieut. Sebastian re 
France furnishing lumber for first American Expeditionary Forces troops 
attached. (E. S. File 26-3 Misc.) 

June 29, 1917. Another report of conference between Lord Lovat and Col. 
Taylor re forestry regiment for use by British. (E. S. File 26-3.) 

July, 1917. Note on lumber requirements for an army of 500,000 men. (E. S. 
File 14-1.) 

July 5, 1917. Memorandum of conference at Ministere de la Guerre relative 
to engineering and wood supplies. (E. S. File 26-6 Misc.) 

July 5, 1917. Memorandum of conference between Col. Taylor et al. and Gen. 
Julien, Col. Germain, and Lieut. Sebastian, French Army, on engineering 
and wood supplies. (E. S. File 26-6.) 

July 15, 1917. Letter from chief engineer officer to Maj. Graves re railroad 
timber requirements for an army of 500,000. (E. S. File 14-3.) 

July 22, 1917. Letter chief engineer officer to commander in chief re wood 
supply. (E. S. File 14-4.) 

July 22, 1917. Letter of chief engineer, American Expeditionary Forces, to 
commander in chief re critical need of wood supplies by the American 
Expeditionary Forces, recommending matter be called to attention of 
French. (E. S. File 14-4.) 

July 26, 1917. Letter of commander in chief to French minister of war, re 
critical situation regarding lumber and wood supplies needed by the 
American Expeditionary Forces. (E. S. File 14-S. ) 

July 26, 1917. Letter of commander in chief to minister of war re requisition- 
ing of timber. (E. S. File 14-8.) 

Aug. 1, 1917. Letter from Maj. H. S. Graves to chief engineering officer re 
wood supplies. (E. S. File 14-10.) 

Aug. 1, 1917. Letter of Maj. H. S. Graves requesting authority to arrange 
with M. L. Petit for furnishing wood. (E. S. File 14-10.) 

Aug. 1, 1917. Letter Capt. B. Moore re boxes and lumber. (E. S. File 14-11.) 

Aug. 3, 1917. Letter from Maj. H. S. Graves to chief engineer officer re for- 
estry situation. (E. S. File 14-17.) 

Aug. 3, 1917. Letter from Young Men's Christian Association secretary to 
adjutant general, American Expeditionary Forces, re timber for Young 
Men's Christian Association. (E. S. File 14-13.) 

Aug. 3, 1917. Letter Maj. H. S. Graves relative to conference at office of 
minister of war with regard to selection of forests for the American 
Expeditionary Forces to operate in, said conference being attended by 
Gen. Pershing. (E. S. File 14-17.) 

Aug. 6, 1917. Letter of chief engineer, American Expeditionary Forces, to 
Gen. Chevalier relative to acquisition of forests for American use. (E. S. 
File 14-14.) 

Aug. 6, 1917. Letter of chief engineer. American Expeditionary Forces, to M. 
Claveile re timber at La Gavre and Camors. (E. S. File 14-15.) 

Aug. 17, 1917. Report of Maj. H. S. Graves on his field examination for pro- 
duction of forest supplies. (E. S. File 14-21.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 417 

Aug. 17, 1917. Memorandum of Maj. H. S. Graves relative to forest situation 
in France, location of first troops to arrive in France, and production of 
forest supplies. (E. S. File 14-21.) 

Aug. 25, 1917. Letter of Maj. H. S. Graves re personnel for forest division, 
office of chief engineer, line of communications. (E. S. File 14-23.) 

Aug. 25, 1917. Memorandum of Capt. B. Moore, re conference with Gen. Lord 
Lovat re forestry troops for the British. (E. S. File 26-14.) 

Aug. 25, 1917. Maj. Graves to Lieut. Col. Jackson, extract of memorandum 
70, headquarters American Expeditionary Forces, re personnel to be re- 
tained for duty in Paris. (E. S. File 14-23.) 

Aug. 28, 1917. Conference with Lord Lovat re forestry troops for British. 
(E. S. File 26-14.) 

Dec. 28, 1917. Report of Gen. Taylor to chief of engineers. Forestry troops 
now operating: One regiment of two battalions, total about 2,700 men, 
now cutting 50,000 feet of lumber per day. Within two months will in- 
crease to 400,000 feet per day. (E. S. File.) 

Feb. 6, 1918. Meeting of Allies in England on lumber question. (E. S. File 
3-40.) 

Feb. 6, 1918. Wood-cutting regulations. (G. O. 21, G. H. Q., A. E. F.) 

July 11, 1918. Construction and forestry added to functions of Engineers. 
(G. O. 114, G. H. Q.. A. E. F.) 

July 12, 1918. Division of construction and forestry announced. Brig. Gen. 
Edwin Jadwin appointed director. (G. O. 29, Hq. S. O. S.) 

Aug. 6, 1918. Purchase of standing timber to be made through division of 
construction and forestry. (G. O. 130, G. H. Q., A. E. F.) 

Sept. 19, 1918. Division of construction and forestry to conduct all negotia- 
tions for acquisition of standing timber to exceed 5,000 francs. (G. O. 
159, G. H. Q., A. E. F.) 

Oct. 10, 1918. Engineer forestry troops to be organized into one regiment, th« 
20th Engineers, and attached Engineer service companies. (G. O. 47 
Hq. S. O. S.) 

Oct. 18, 1918. 20th Engineers organized. To consist of 1 regimental head- 
quarters, 29 battalion headquarters, and 145 Engineer companies. Ab- 
sorbs 10th, 41st, 42d, 43d, 503d, 507th, 517th, 519th, 523d, and 531st 
Engineers. (G. O. 47, S. O. S.) 

Undated. All road work in base sections and intermediate sections to be done 
under direction of the director of construction and forestry. (G. O. 1, 
Hq. S. O. S., S. of U.) 

LIGHT RAILWAYS AND ROADS. 

July 10, 1917. Requisition covering road-making equipment, including steam 

roller, rock crushing and quarrying machines, etc., for special road 

troops. Requisition on Chief of Engineers, Washington, by Maj. Barber. 

(Requisition No. 5.) 
Aug. 18, 1917. Requisition covering trench track and appliances. Narrow 

gauge. Requisition on Chief of Engineers, Washington, by Maj. Cooper. 

Tonnage not indicated. (Requisition No. 9.) 
Sept. 22, 1917. Letter of Col. W. H. Adams re organization of American light 

railways. (E. S. File 3-4.) 
Nov. 14, 1917. Lieut. Col. Hodge, Corps of Engineers, National Army, made 

manager of roads. (G. O. 61, G. H. Q., A. E. F.) 

127071—19 27 



418 HISTORICAL, REPORT CHIEF ENGINEER A. E. ¥. 

Dec. 19, 1917. Artillery depends on railroads and tramways. (E. S. File 
14-2-66. ) 

July 11, 1918. Light railways and roads added to functions of Engineers. 
(G. O. 114, G. H. Q., A. E. F.) 

July 12, 1918. Division of light railways and roads announced. Brig. Gen. 
Charles H. McKinstry, National Army, appointed director. (G. O. 29, 
Hq. S. O. S.) 

Sept. 4, 1918. 12th and 14th Engineers assigned to division of light railways 
and roads. (G. O. 149, G. H. Q., A. E. F.) 

Nov. 11, 1918. Headquarters division of light railways and roads moved to 
Neufchateau. (Memorandum.) 

Undated. Reports of railway operations (proposed organization of railway 
regiment attached) of the 11th, 12th, and 14th regiments. (E. S. File 
' 3-4-15.) 

Nov. 19, 1918. 12th, 14th, 21st, and 22d Engineer (light railway) regiments, and 
11th, 15th, and 16th railroad construction regiments, assigned to duty 
with the transportation department. (G. O. 36, Hq. S. O. S.) 

Dec. 11, 1918. Commanding general of base section involved through chief engi- 
neer officer responsible that suitable action is taken to have roads cleared 
of snow. (Bui. 101, G. H. Q., A. E. F.) 

Jan. 2, 1919. Road repair and maintenance placed under department of con- 
struction and forestry. Engineer troops will be furnished to carry out 
instructions of director of construction and forestry. (G. O. 2, G. H. Q., 
A. E. F.) 

Mar. 15, 1919. Division of light railways abolished. All light railway sup- 
plies, shops, depots, and personnel transferred to the Engineer purchasing 
officer, who will exercise the necessary supervision and control under the 
chief engineer. American Expeditionary Forces. (G. O. 16, Hq. S. O. S.) 

Apr. 10, 1919. One route only maintained by American troops from American 
area in eastern France to Luxemburg and occupied Germany. (Bui. 30, 
G. H. Q., A. E. F.) 

ENGINEER SUPPLIES. 

May 21, 1917. Letter of Col. Taylor to Capt. Graves re supplying of troops in 
France. (E. S. File 12-4, Misc.) 

May 28, 1917. Letter of Engineer purchasing office, Paris, re organization of 
that office. (E. S. File 16-1-207.) 

June 20, 1917. Requesting clerical help and suggesting establishment of pur- 
chasing agency for Engineers in New York City. (Cable No. 12-S, E. S.) 

June 23, 1917. Letter of chief engineer. American Expeditionary Forces, to 
Chief of Engineers, re purchasing and disbursing officers. Urges appoint- 
ment of same at an early date. (E. S. File 80-5.) 

June 24, 1917. Letter of Ernest Graves re organization of mining troops. (E. S. 
File.) 

July 2, 1917. Letter from Col. McCarthy (C. Q. M.) re Engineer regiments to 
arrive in France, inquiring whether those to be assigned to British and 
French would be fed and clothed by those Governments. 

July 5, 1917. Memorandum of conference at Ministere de la Guerre relative to 
engineering and wood supplies. (File 26-6 Misc.) 

July 10, 1917. Requisition covering road-making equipment, including steam 
rollers, rock crushing and quarrying machines, etc., for special road 
troops. Requisition on Chief of Engineers, Washington, by Maj. Barber. 
(Requisition No. 5.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 419 

July 10, 1917. Electric lighting plant and equipment. Requisition on Chief of 

Engineers, Washington, by Maj. Barber. Aggregate tonnage, 395. 

(Requisition No. 3.) 
July 10, 1917. Material for water supply projects. Requisition on Chief of 

Engineers, Washington, by Maj. Barber. Aggregate tonnage, 6,133. 

(Requisition No. 2.) 
July 10, 1917. Covering camouflage materials. Aggregate tonnage, 22,806. 

Requisition of Maj. Barber on Chief of Engineers, Washington. (Requi- 
sition No. 1.) 
July 10, 1917. Requisition covering " equipment and supplies," i. e., tools, 

portable forges, wheelbarrows, equipment and supplies for Infantry 

Division, for troop operations in the field. Total tonnage, 14,509. 

(Requisition No. 4.) 
July 14, 1917. Requisition covering railway tools and materials. Tonnage, 

157,936. (Requisition No. 6.) 
July 14, 1917. Requisition covering special mining stores. Tonnage, 1,848. 

(Requisition No. 7.) 
July 19, 1917. Cable No. 53-S ; mining service. (E. S. File.) 
Aug. 6, 1917. Requisition covering construction tools. Tonnage not given. 

(Requisition No. 8.) 
Aug. 18, 1917. Requisition covering trench track and appliances. Narrow 

gauge. Tonnage not indicated. (Requisition No. 9.) 
Aug. 19, 1917. Memorandum of chief engineer, American Expeditionary 

Forces, to commanding general, American Expeditionary Forces, stating 

Col. Taylor is only Engineer disbursing officer in France, but that Col. 

T. H. Jackson, chief of engineers, will open account in a few days. 

(E. S. File 80-2.) 
Aug. 20, 1917. General purchasing board established. (G. O. 23, G. H. Q., 

A. E. F.) 
Aug. 21, 1917. Letter of Chief of Engineers, United States Army, stating funds 

have been placed to credit of Col. T. H. Jackson. Circular letter attached 

re instructions for Engineer supply officers. (E. S. File 27-1-9.) 
Aug. 23, 1917. Lieut. Col. Charles G. Dawes appointed general purchasing 

agent. G. O. 28, G. H. Q., A. E. F.) 
Aug. 23, 1917. Detail of Maj. T. H. Jackson to purchasing board. (E. S. 

File 29-35.) 
Sept. 17, 1917. Changes in Engineer depots. (G. O. 3, L. of C.) 
Sept. 19, 1917. Engineer purchasing officer, London, Maj. R. G. Powell, states 

he reported to Gen. Lassiter, Sept. 21, and was assigned office space (3 

rooms) in the embassy. (E. S. File 3-4-24.) 
Sept. 21, 1917. Letter of commanding officer, camouflage section, requesting 

that all units of the American Expeditionary Forces be advised to call on 

the camouflage section for camouflage supplies. (E. S. File 13-2-15.) 
Sept. 27, 1917. Report of Maj. Powell on organization of Engineer purchasing 

office at London. (E. S. Files.) 
Sept. 30, 1917. Supplies; depots; requisitions. (G. O. 43, G. H. Q., A. E. F.) 
Oct. 6, 1917. Report of Maj. R. G. Powell on limited supply of material. 

(E. S. File 3-40.) 
Oct. 8, 1917. Letter of Capt. J. A. Sargent re his assignment as officer in 

charge of Engineer depot, Gievres. (File 210-4-s, Depot Section.) 
Oct. 18, 1917. Personal letter Gen. Taylor to Gen. Patrick re establishment of 

Engineer depots. Letter of Gen. Patrick, dated Oct. 21, 1917, attached, 

stating that large amount of supplies are being stored at Is-sur-Tille. 

(E. S. File l-la-28.) 



420 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Oct. 20, 1917. Requisition for material for working parties and storage. 
(Requisition No. 10.) 

Oct. 25, 1917. Letter of Capt. J. C. Gotwals re anti-aircraft searchlights with 
notes on trip of British front attached, covering searchlight organiza- 
tion and supply. (E. S. File 14-2-19.) 

Oct. 30, 1917. Report of Col. Youngberg on British shop system at front. 
(E. S. File 3^.) 

Nov. 3, 1917. Coordination of purchase. (E. S. Files.) 

Nov. 21, 1917. Letter of Engineer supply officer relative to establishing of 
dumps. Submits remarks relative to "reissuing points" which were 
established, one at Demange for the First Division, and one at Neuf- 
chateau for divisional areas previous to establishment of intermediate 
depots. E. S. (File 340, Dumps.) 

Nov. 24, 1917. Letter of Engineer purchasing officer, London, re cement. 
Total of 4,000,000 barrels. (E. S. File 3-40.) 

Nov. 27, 1917. Gen. Patrick relieved as commanding general, line of communi- 
cations. New base sections established. Requisitions of French Govern- 
ment. (G. O. 66, G. H. Q., A. E. F.) 

Nov. 27, 1917. Requisition for stores required for machine repair shops, electric 
generating outfits, etc. Requisition on Chief of Engineers, Washington. 
(Requisition No 11.) 

Nov. 30, 1917. Report of Col. Youngberg on British supply system. (E. S. 
File 3-4.) 

Dec. 8, 1917. Letter of chief engineer, line of communications, re officer to be 
sent to the United States to represent the needs of the Engineer Depart- 
ment. (E. S. File 16-2-356.) 

Dec. 12, 1917. Supply service, procurement and care, etc. Transportation of 
supplies. (G. O. 73, G. H. Q., A. E. F.) 

Dec. 15, 1917. Letter of Col. Jackson to general purchasing agent re large 
quantities of supplies procurable in Europe effecting a saving in ton- 
nage. (E. S. File 3-4a.) 

Dec. 26, 1917. Commander in chief directs submission of reports covering con- 
struction under the Engineer Department and reports showing supplies 
on hand in depots. (E. S. File 3-4-68.) 

Dec. 28, 1917. Money accounts and supply officers. (Buls. 18 and 19, Hq. 
S. O. S.) 

Jan. 5, 1918. Report on electrical and mechanical section for 1917. (E. S. 
File 3-4.) 

Jan. 9, 1918. Memorandum coordination section, general staff, re responsi- 
bility of technical staff officers for procurement and distribution of sup- 
plies. (E. S. File 25-1-104.) 

Jan. 15, 1918. Engineer property, instruction relating to. (Bui. 5, Hq. 
A. E. F.) 

Jan. 15, 1918. Organization of First Army Corps. Supply functions per Gen- 
eral Orders, No. 73. 1017. (G. O. 9, G. II. Q., A. E. F.) 

Jan. 16, 1918. Salvage service, American Expeditionary Forces, established. 
Chief of salvage service to have, among others, one representative from 
the Corps of Engineers attached to his office as assistant. (G. O. 10, 
G. H. Q., A. E. F.) 

Jan. 19, 1918. Engineer property for station, etc. (G. O. 12, G. H. Q., A. E. F.) 

Jan. 23, 1918. Letter of chief engineer, American Expeditionary Forces, to 
chief engineer, line of communications, submitting definition of duties 
and responsibilities in connection with Engineer supplies. (E. S. File 
S-3538.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 421 

Jan. 31, 1918. Chief engineer, line of communication, charged with construction, 
etc., of Engineer depots. (Circ. 8, Office of Chief Engineer.) 

Feb. 5, 1918. Letter of commanding officer, camouflage section, re commuta- 
tion of rations for soldiers at Nancy workshop. (E. S. File 13-1-70.) 

Feb. 6, 1918. Translation of general order issued by French authorities in 
dealing with the American services. (Bui. 11, Hq. L. of C.) 

Feb. 13, 1918. Memorandum of chief engineer to chief of staff. Department 
has obtained about 200,000 tons of stores in Europe. Saving of tonnage 
at this time is important. (E. S. File 3^40.) 

Feb. 18, 1918. Local purchases of supplies. Local engagement of services. Con- 
struction and repairs by Engineers. (G. O. 32, G. H. Q., A. E. F.) 

Mar. 7, 1918. Drafting instruments to be furnished by the Chief of Engineers. 
(G. O. 37, G. H. Q., A. E. F.) 

Mar. 23, 1918. Commanding general, Service of Supply, responsible for pro- 
curement of supplies, material, equipment, plants, and establishments 
necessary for the American troops in France ; also for care and storage. 
(G. O. 44, G. H. Q., A. E. F.) 

Mar. 25, 1918. Functions of commanding general, Service of Supply, in the 
supply of troops. Regulations in the matter of the requisitions and issue 
of supplies. Articles 27-35 particularly apply to Engineer Department. 
(G. O. 45, G. H. Q., A. E. F.) 

Mar. 29, 1918. Articles of Engineer property subject to issue to intelligence 
service, Infantry regiments, and topographical section. (G. O. 49, G. H. 
Q., A. E. F.) 

Mar. 30, 1918. All shop troops and others who have no possible chance of being 
ordered to join combatant units to be equipped with trousers and canvas 
leggins in place of breeches and puttees. (G. O. 7, Hq. S. O. S.) 

Apr. 8, 1918. Letter of Gen. Taylor to Gen. Pershing. (E. S. File 3-4.) 

Apr. 9, 1918. Chief engineer responsible for supply of cement in Service of 
Supply. (Bulletin 8, S. O. S.) 

Apr. 10, 1918. Requisition for engineering and construction material will be 
made upon the chief engineer officer. Capt. R. T. Frazier, jr., Engineer 
Officers' Reserve Corps, appointed supply officer, Service of Utilities. 
(Circ. 9, C. of U.) 

Apr. 30, 1918. Procedure for handling communications at headquarters, Service 
of Supply. The fourth section to be under Col. H. C. Smither, chief of 
staff (G^l), to receive communications as to supply, construction, and 
transportation. (Memo. 24, S. O. S.) 

Apr. 30, 1918. Letter of chief engineer to commander in chief, re cement mill at 
Bordeaux turned over to United States. (E. S. File 3-4.) 

May 10, 1918. Salvaged Engineer property to be repaired by the salvage service. 
(G. O. 73, G. H. Q., A. E. F.) 

May 10, 1918. All chiefs of supply and technical departments of Service of 
Supply to make frequent personal inspections of their projects. (Memo. 
30, S. O. S.) 

June 19, 1918. Allowance, material, and personnel for Engineer regiment. 
(G. O. 99, G. H. Q., A. E. F.) 

June 20, 1918. Col. Charles G. Dawes announced as representative of American 
Expeditionary Forces on military board for allied supply. (G. O. 100, 
G. H. Q., A. E. F.) 

June 21, 1918. Letter of commanding officer, 24th Engineers, inclosing report 
of board on shop layouts. (E. S. File 24-4.) 



422 HISTORICAL REPORT CHIEF ENGINEER A. E. F, 

July 12, 1918. Under provisions of order announcing Maj. Gen. Langfitt as 
chief engineer, American Expeditionary Forces, the division of military 
engineering and engineer supplies, is announced, with Brig. Gen. Harry 
Taylor director. (G. O. 29, Hq. S. O. S.) 

Aug. 8, 1918. In port construction, question of use of material which requires 
sea transportation to be carefully studied with view to obtaining as 
much as possible from French sources. Railroad facilities to be aug- 
mented and Service of Supply personnel to be provided. (Memo. 79, 
S. O. S.) 

Sept. 2, 1918. Category of supplies to be furnished by each branch of service, 
including Engineer Corps. ( G. O. 41, Hq. S. O. S. ) 

Sept. 27, 1918. Disposition of surplus supplies, also extravagant use of power 
and light. (Bui. 34, Hq. S. O. S.) 

Sept. 30, 1918. Articles supplied by Engineer Corps. (Bui. 35, Hq. S. O. S.) 

Oct. 15, 1918. Brig. Gen. J. F. Mclndoe assigned as director of military engin- 
eering and engineer supplies. (G. O. 1, O. C. E.) 

Oct. 28, 1918. Maj. J. H. Wickersham, Engineers, appointed deputy engineer 
supply officer at general headquarters. (G. O. 2, O. C. E.) 

Oct. 30, 1918. Table showing sources of materials and responsibility for re- 
pairs for buildings and their equipment. (G. O. 191, G. H. Q., A. E. F.) 

Nov. 2, 1918. Bills to be submitted for supplies furnished to French Army. 
(G. O. 198, G. H. Q., A. E. F.) 

Nov. 5, 1918. Map section established in office of director of military engineer- 
ing and engineer supplies. (Bui. 41, Hq. S. O. S.) 

Nov. 8, 1918. Organization of 227th Engineers (shop and supply) and 228th 
Engineers (water supply) authorized. (G. O. 199, G. H. Q., A. E. F.) 

Nov. 14, 1918. Cancellation of numerous projects and orders for supplies, fol- 
lowing signing of the armistice. (G. O. 54, Hq. S. O. S.) 

Nov. 19, 1918. Transportation Department, American Expeditionary Forces, 
charged with carrying out agreements with Allies in reference to the 
operation, exploitation, and repair on railroads assigned to American 
Expeditionary Forces. Normal gauge railroad construction and repair 
transferred from Engineer Department to the Transportation Depart- 
ment. Engineer Department to furnish materials, supplies, tools, and 
labor. (G. O. 56, Hq. S. O. S.) 

Mar. 3, 1919. Care and disposition of Engineer equipment. (Bui. 18, G. H. Q., 
A. E. F., Par. III.) 

MILITARY ENGINEERING. 

June 24, 1917. Letter of Maj. Ernest Graves re organization of mining troops. 
(E. S. Files.) 

June 25, 1917. Cable 13-S. First mention of gas service. (E. S. Files.) 

July 10, 1917. Requisition covering camouflage materials. Aggregate, 22,806 
tons. (Requisition No. 1.) 

July 10, 1917. Requisition covering "equipment and supplies," i. e., tools, 
portable forges, wheelbarrows, equipment, and supplies for Infantry 
Division, for troop operations in the field. Total tonnage, 14,509. 
(Requisition No. 4.) 

July 10, 1917. Requisition for electric lighting plant and equipment. Aggre- 
gate tonnage, 395. (Requisition No. 3.) 

July 10, 1917. Requisition for material for water supply projects. Aggregate 
tonnage, 6,133. (Requisition No. 2.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 423 

July 14, 1917. Requisition covering special mining stores. Tonnage, 1,848. 

(Requisition No. 7.) 
July 19, 1917. Cable 53-S. Mining service. (E. S. Files.) 

Aug. 15, 1917. Letter of Maj. Graves on English Tunneling School at Chatham, 
England. (E. S. File 9-2.) 

Aug. 17, 1917. Letter of Col. Taylor to chief of staff recommending organization 
of gas and flame service and that Col. Fries be placed in charge. (E. S. 
File 10-2-1.) 

Aug. 17, 1917. Memorandum of chief engineer, American Expeditionary 
Forces, to chief of staff, American Expeditionary Forces, appointing Lieut. 
Col. A. A. Fries as officer in charge of gas and flame service. (E. S. 
File 10-2-1.) 

Aug. 25, 1917. Memorandum on location of Engineer regiments. (E. S. Files.) 

Sept. 3, 1917. Gas service established. See Cable 122-S. (G. O. 31, G. H. Q., 
A. E. F.) 

Sept. 5, 1917. Report on German gas attack by Lieut. A. McQueen, of First 
Canadian Division. (E. S. File 10-2-2.) 

Sept. 21, 1917. Letter of commanding officer, camouflage section, states special- 
ists needed for camouflage workshop. Forwarded to commander in 
chief requesting cable be sent to United States re sailing date of camou- 
flage troops. (E. S. File 13-2-3.) 

Sept. 22, 1917. Letter of commanding officer, camouflage section, re sending 
men to British camouflage section to study methods. (E. S. File 
13-2-4.) 

Oct. 8, 1917. First Corps center of instruction established. (G. O. 45, G. H. Q., 
A. E. F.) 

Oct. 10, 1917. Army schools at Langres. (G. O. 46, G. H. Q., A. E. F.) 

Oct. 10, 1917. Letter of commanding officer, First Division Engineer Train, 
re searchlight training and equipment. (E. S. File 14-2-25.) 

Oct. 13, 1917. Letter of chief engineer, American Expeditionary Forces, to 
Engineer supply officer, Paris, re sites for camouflage workshop. Dijon 
suggested. (E. S. File 13-1-11.) 

Oct. 13, 1917. Report of Col. Youngberg on British water supply. (E. S. 
File 3-4.) 

Oct. 13, 1917. Report on searchlights. (E. S. File 14-2-25.) 

Oct. 20, 1917. Requisition for material for working parties and storage. 
(Requisition No. 10.) 

Oct. 22, 1917. Allotment of textbooks per regiment for noncommissioned 
officers' schools. (Bui. 6, G. H. Q., A. E. F.) 

Oct. 25, 1917. Letter of Maj. H. S. Bennion re camouflage troops. (E. S. 
File 13-1-16.) 

Oct. 25, 1917. Notes of Capt. Gotwals on searchlights at British front. Search- 
light organization and data. (E. S. File 14-2-19.) 

Oct. 30, 1917. Report on engineer service, British Army, by Col. G. A. Young- 
berg. (E. S. File 3-4-45.) 

Oct. 30, 1917. Report of Col. Youngberg on British shop system at front. 
(E. S. File 3-4.) 

Nov. 6, 1917. Capt. Gotwals's report on searchlights at French front. (E. S. 
File 14-2-22.) 

Nov. 15, 1917. Topographical engineers; two companies with intelligence sec- 
tion, G. S. (E. S. File 6-1.) 

Nov. 18, 1917. Memorandum to chief of staff re searchlights. (E. S. File 
14-2-37.) 



424 HISTORICAL. REPORT CHIEF ENGINEER A. E. F. 

Nov. 22, 1917. Memorandum of ('apt. Gotwals, re note's on trip to French 

Eighth Army. (E. S. File 14-2-22.) 
Dec. 3, 1917. Memorandum of chief engineer, American Expeditionary Forces, 

with copy of study made of memorandum from operations section, Gen- 
eral staff, re searchlight service. (E. S. File 14-2-27.) 
Dec. 17, 1917. Divisional area work in charge of Engineer officer, advance 

section, line of communications. (Circ. 12, Adv. Sec. L. of C.) 
Dec. 19. 1917. Capt. Gotwals's report on second trip to British front. (E. S. 

File 14-2-66.) 
Dec. 19, 1917. Letter of commanding officer, searchlight depot, submitting 

report of trip to British front relative to searchlights. (E. S. File 

14-2-66.) 
Dec. 22, 1917. Letter of commanding officer, camouflage section, submitting 

project for camouflage factory at Dijon. Papers attached re advance 

camouflage workshop at Nancy and re sites for factories. (E. S. File 

13-1-9.) 
Dec. 29. 1917. Letter chief engineer, American Expeditionary Forces, to chief 

of staff re authorization for preparation, publication, and distribution of 

"Engineer Field Notes." (E. S. File 23^-306.) 
Jan. 1, 1918. Letter of chief engineer, American Expeditionary Forces, to 

commanding officer, camouflage section, with report of operations for the 

year of 1917 re camouflage. (E. S. File 13-4-61.) 
Jan. 1, 1918. Letter of First Lieut. R. W. Lewis, re searchlight investiga- 
tive trip to England. (E. S. File 14-2-66.) 
Jan. 9, 1918. Weekly status report No. 1, on searchlight material being supplied 

to American Expeditionary Forces by General Engineer Depot. United 

States Army. (E. S. File 14-2a.) 
Jan. 9, 1918. Report on searchlight service for 1917. (E. S. File 14-2-66.) 
Jan. 10, 1918. Letter of chief engineer, American Expeditionary Forces, with 

special reports attached on digest of camouflage experiences ; report on 

French camouflage and principles and practice of camouflage, to January, 

1918. (E. S. File 13-1-60.) 
Jan. 11. 1918. Report on camouflage service for 1917. (E. S. File 3-4.) 
Jan. 15, 1918. Organization of First Army Corps. Supply functions per 

General Orders, No. 73, 1917. (G. O. 9, G. H. Q., A. E. F.) 
Jan. 16, 1918. Letter, chief engineer, American Expeditionary Forces, to chief 

of camouflage. (E. S. File 13-1-67 and 13-1-70.) 
Jan. 21, 1918. Letter of chief engineer, American Expeditionary Forces, to 

Chief of Engineers, United States Army re searchlight personnel and 

equipment. (E. S. File 14-2-66.) 
Jan. 23, 1918. Letter of commanding officer, camouflage section, requesting 

authority to attach men to French camouflage section for instruction. 

(E. S. File 13-2-12.) 
Jan. 23, 1918. Second Corps schools organized. Engineer School. Maj. J. W. 

Stewart, director. (G. O. 14, G. H. Q., A. E. F.) 
Jan. 25, 1918. Engineer Department charged with technical photography of 

Engineer operations. (G. O. 15, G. H. Q., A. E. F.) 
Jan. 29, 1918. Letter on camouflage service, quoting Gen. Winslow. (E. S. 

File 13-1-60.) 
Jan. 29, 1918. Indorsement to Maj. Bennion's letter re camouflage personnel. 

(E. S. File 13-1-60.) 
Feb., 1918. Report of Capt. Hazeltine (camouflage) on visit to French front. 

(E. S. File 13-1-59.) 



GENERAL COMMENTS AND RECOMMENDATIONS. 425 

Feb. 5, 1918. Letter of commanding officer, camouflage section, re commutation 
of rations for soldiers at Nancy workshop. (E. S. File 13-1-70.) 

Feb. 10, 1918. Tabulated report of camouflage services. (Camouflage folder, 
E. S. Files.) 

Feb. 14, 1918. Letter chief engineer to chief of camouflage service re duties 
in field on water supply, electrical and mechanical, and camouflage; 
will devolve on chief engineer in tactical or geographical jurisdiction, 
etc. (E. S. Files.) 

Feb. 14, 1918. Instruction made regarding observations to be made by officers 
visiting or serving with the French or British or Americans at front. 
(G. O. 29, G. H. Q., A. E. F.) 

Feb. 15, 1918. Camouflage in First Division. (E. S. File 13-1-62.) 

Feb. 15, 1918. Letter chief engineer, American Expeditionary Forces, with 
papers attached relative to organization of camouflage. (E. S. File 
13-1-67.) 

Feb. 24, 1918. Letter of chief engineer, American Expeditionary Forces, to 
commander in chief. Camouflage section attacked re faulty camouflag- 
ing in First Division. (E. S. File 13-1-92.) 

Feb. 25, 1918. Water supply in Army zone. (G. O. 34, G. H. Q., A. E. F.) 

March, 1918 Camouflage to be under Engineer Corps and duties of camou- 
flage service outlined. (Bui. 17, G. H. Q., A. E. F.) 

Mar. 5, 1918. Instruction covering Army schools. (G. O. 35, G. H. Q., A. 
E. F.) 

Mar. 11, 1918. Camouflage service proposed organization. (E. S. File 13-1- 
86 and 13-la.) 

May 20, 1918. Troop baths to be erected by Engineer Department. (Bui. 12, 
Hq. S. O. S.) 

May 24, 1918. Amendment to General Orders, No. 35, paragraph 9, relating to 
Engineer instruction at corps schools. (G. O. 77, G. H. Q., A. E. F.) 

June 1, 1918. Battalion headquarters of 29th Engineers, organized at Langres. 
Companys A and H assigned to battalion and Company B attached. 
(G. O. 84, G. H. Q., A. E. F.) 

June 18, 1918. Duties of chief engineer of Army and chief engineer of Army 
corps. (G. O. 98, G. H. Q., A. E. F.) 

June 19, 1918. Allowance material and personnel for each Engineer regiment. 
(G. O. 99, G. H. Q., A. E. F.) 

June 21, 1918. Letter of commanding officers, 24th Engineers, inclosing re- 
port of board on shop layouts. (E. S. File 24-4.) 

June 25, 1918. Second, Third, and Fourth Army Corps established and chief 
engineer of each announced. (G. O. 102, G. H. Q., A. E. F.) 

July 12, 1918. Under provisions of order announcing Maj. Gen. Langfitt, as 
chief engineer, American Expeditionary Forces, division of military engi- 
neering and engineer supplies established, and Brig. Gen. Harry Taylor 
announced as director. (G. O. 29, Hq. S. O. S.) 

July 24, 1918. Brig. Gen. Jay J. Morrow designated as chief engineer, First 
Army. 

Aug. 7, 1918. Engineer Department's responsibility in connection with water 
supplies. (G. O. 131, G. H. Q., A. E. F.) 

Aug. 9, 1918. 30th Engineers transferred to chemical warfare service as 
1st Gas Regiment. (G. O. 133, G. H. Q., A. E. F.) 

Aug. 27, 1918. Base printing plant of the 29th Engineers, A. P. O. 714, desig- 
nated as map depot for American Expeditionary Forces. (G. O. 142, 
G. H. Q., A. E. F.) 



426 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

Oct. 15, 1918. Brig. Gen. J. F. Mclndoe assigned as director of military engi- 
neering and engineer supplies. (G. O. 1, O. C. E.) 

Nov. 5, 1918. Map section established in office of director of military engi- 
neering and engineer supplies. (Bui. 41, Hq. S. O. S.) 

Undated, 1918. Duties of Army Engineer Corps and duties of chief engineer. 
(Bui. 65, G. H. Q., A. E. F.) 

June 14, 1918. Requests for camouflage to be sent to division engineers. (Bui. 
37, G. H. Q., A. E. F.) 

Undated, 1918. Organization of water supply service under the Engineer 
Corps. (Bui. No. 55, G. H. Q., A. E. F.) 



APPENDICES. 



Orqanization. 

1. Organization charts, Engineer Department. 

2. General orders, general headquarters. 

3. General orders, headquarters, Service of Supply. 

4. Bulletins, general headquarters. 

5. Bulletins, headquarters, Service of Supply. 

6. Index and extracts, general orders, and bulletins, general headquarters, 

line of communication, and Service of Supply. 

Military Engineering — Staff Operations. 

7. Report — Assistant to the chief engineer, American Expeditionary Forces, 

at general headquarters. (With appendix reports on board of military 
engineering and geologic section.) 

Special Engineer Services. 

water supply. 

8. Report (3 volumes) — Activities of water supply section, division of military 

engineering and engineer supplies, office of chief engineer, American 
Expeditionary Forces, August, 1917, to January, 1919, by Col. F. F. 
Longley. 

9. Report (2 volumes) — Engineer research material (water supply), by Capt. 

Benjamin M. Hall, jr. 

10. Report — Water supply in Ninth Corps, British Expeditionary Forces, by 

Capt. E. C. Wilson, Engineers, water supply officer, Second American 
Corps. 

11. Report — Water service (French) during battle of Verdun, by Maj. Bunau 

Varilla. (Translation by Maj. J. N. Hazelhurst.) 

12. Notes on military water supply, by Capt. Paul Hansen. 

13. Report — Activities of water analysis laboratories to January, 1919, by Lieut. 

Col. Edward Bartow. 

ELECTRICAL- MECHANICAL. 

14. Report — Activities of electrical-mechanical section, office of chief engineer, 

American Expeditionary Forces, by Maj. George W. Semmes. 

camouflage. 

( See Reports, chief engineers, First Army ; chief engineer, Second Army ; 
40th Engineers.) 

searchlights. 

14b. Report — Searchlight section. (See Reports, chief engineer, First Army; 
chief engineer, Second Army; 50th Engineers.) 

427 



428 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 



(See Reports, chief engineer, First Array; chief engineer, Second Army; 
chief engineer, Third Army ; assistant to the chief engineer, American 
Expeditionary Forces, at general headquarters ; 27th Engineers and other 
regimental historical-technical reports. ) 

TOPOGRAPHICAL AND BANGING. 

15. Report — Ranging in American Expeditionary Forces, by Lieut. Col. A. 

Trowbridge. 

LIGHT RAILWAYS. 

16. Report — Director of division of light railways, office of chief engineer, by 

Col. A. T. Perkins. 

ROADS AND QUARRIES. 

17. Report — Department of roads, division of light railways and roads, office of 

chief engineer, by Col. A. T. Perkins. 

ENGINEER RESEARCH — REPORTS, ENGINEER RESEARCH PARTY. 

18. Organization of the ground, by Capt. J. W. Gavett. 

19. Military bridges, by Capt. M. W. McDonald. 

20. Dugouts and concrete shelters, by Capt. G. R. De Beque. 

21. German tank mines, by Capt. G. R. De Beque. 

22. Mine warfare, by Capt. G. R. De Beque. 

23. Standard-gauge railroads, by Maj. R. M. Lawton. 

24. Roads, by Capt. T. R. Beeman. 

BOARD ON MILITARY ENGINEERING. 

25. Engineer Field Notes. (See also Report — Assistant to chief engineer at 

general headquarters.) 



26. Report — Organization and duties of geologic officers, by Lieut. Col. A. H. 

Brooks. (See also Report — Assistant to chief engineer, at general head- 
quarters. ) 

ENGINEER SCHOOLS.' 

27. Reports — Army Engineer School. 

28. Reports — First Corps School. 

29. Reports — Second Corps School. 

30. Reports — Third Corps School. 

(Sec also Report — 116th Engineers) (replacement regiment). 

TRAINING OF DIVISIONAL ENGINEERS. 

31. Program of training (first phase) for 6th Division; No. 1307-G-5, general 

headquarters, July 22, 1918. 

32. Memorandum for corps and division commanders, subject, "Training," 

August 5, 1918. 

33. Program for training for divisions in the United States. 



APPENDICES. 429 

Engineer Supply and Construction, 
engineer supply. 

34. Report, January 20, 1919, officer in charge, supplies section, division of 

military engineering and engineer supplies, by Col. F. A. Molitor. 

35. History of operations of shop section, division of military engineering and 

engineer supplies, December 31, 1918, by Maj. C. E. Whipple. 

36. Report, January 29, 1919, of Engineer purchasing officer, by Col. T. H. 

Jackson. 

37. Report, May, 1919, Engineer purchasing officer, by Col. T. H. Jackson. 

38. Report — Cement supply, by Capt. E. C. Eckels. 

CONSTRUCTION. 

39. Report, December 23, 1918, director of construction and forestry to chief 

engineer, American Expeditionary Forces. 

40. Report, chief engineer, American Expeditionary Forces, to commanding 

officer, Service of Supply, March 10, 1919, with appendix report, March 12, 
1919, director of construction and forestry to commanding general, Serv- 
ice of Supply, through chief engineer, American Expeditionary Forces. 

41. Notes on electrical installations, Service of Supply. 

42. Report, March 11, 1919, Engineer valuation board. 
42a. Report — Townsend Board. 

Reports on Projects, by Section Engineers. 

(For detailed list of projects covered see p. 430.) 

43. Base section No. 1. 

44. Base section No. 2. 

45. Base section No. 3. 

46. Base section No. 4. 

47. Base section No. 5. 

48. Base section No. 6. 

49. Base section No. 7. 

50. Intermediate section (west). 

51. Intermediate section (east). 

52. Advance section. 

53. Type plans, hospitals. 

54. Types of hospital ward and troop barracks. 

Forestry. 

55. Report on technical equipment of forestry section, division of construction 

and forestry, by Capt. Ralph C. Staebner. 

56. Report (5 volumes) on individual operations of forestry section, division 

of construction and forestry, by Capt. C. E. Dunston. 

57. Report — History of forestry section, division of construction and forestry. 

Miscellaneous. 

58. Report of technical board, by Maj. Dugald C. Jackson. 

59. Report of personnel section, office chief engineer, American Expeditionary 

Forces, by Lieut. Col. C. Van Deventer. 

60. Report- — Historical-technical section, office of chief engineer. 



430 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

61. Narrative Report — " From base port to Army zone with the Engineers." 

62. Report on organization and equipment of railway construction troops, by 

Col. W. B. Parsons. 

63. Condensed report of war damages board, by Brig. Gen. C. H. McKinstry. 

64. Experience reports of Engineer officers. 

65. Photographs of engineer activities with the Armies and in the Service of 

Supply. 

Reports on Projects by Section Engineers. 

43. Base section No. 1 : 

St. Nazaire, basin improvements. 

Montoir, Montoir yards. 

Montoir, dock. 

St. Nazaire, water supply improvements. 

St. Nazaire, camps. 

St. Luce, storage yards. 

Saumur, engine terminals. 

Savenay, hospital center. 

Savenay, dam and waterworks. 

Base section No. 1, roads. 

44. Base section No. 2 : 

Bassens, refrigeration plant. 

Bassens, Bassens camp. 

Bassens, warehouse, French docks, etc. 

Bassens, rec. and depart, yards, etc. 

Bassens, dock and classification sheds. 

Bassens, open storage, French docks. 

Blaye, oil storage tanks. 

Beau Desert, Beau Desert Hospital. 

Beau Desert, Beau Desert Railway. 

Talence-Bordeaux, Base hospital No. 6. 

Le Courneau, work at Camp Le Hunt. 

Furt (Gironde), gasoline storage tank. 

Le Courneau (Gironde), work at Camp Le Hunt. 

Lormont, Genicart Camp. 

Lormont, Grange Neuve Camp. 

Carbon Blanc, base veterinary hospital. 

Pauillac, naval storage yard. 

Perigueux, Perigueux engine terminal. 

La Bastide, Bordeaux. Aucanne warehouse. 

Souge, Camp de Souge. 

St. Loubes, gasoline storage tank. 

St. Loubes, St. Loubes ammunition depot. 

St. Sulpice, St. Sulpice storage project. 

La Bastide, Bordeaux. Barracks at Sursol. 

Perigueux, Perigueux Hospital project. 

Base section No. 2, road construction. 

Base section No. 2, well-drilling operation. 

La Bastide, Bordeaux. Motor operation park. 

Bordeaux, Marignac remount station. 

Bordeaux, Casino des Lilas. 

Talmont, dock facilities and railroad tracks. 

Bayonne, Bayonne remount station. 



APPENDICES. 431 

Base section No. 2 — Continued. 

Talmont, railroad, Talmont to La Traverserie. 

Hendaye, Hendaye Corral. 

Carbon Blanc, Carbon Blanc remount. 

St. Jean de Luz, St. Jean de Luz rest camp. 

Bassens, German prison camp. 

Limoges, convalescent camp No. 5. 

Bassens, Baranquine Camp (stevedore). 

Bassens, James Stewart Barge Con. 

Dax, camp infirmary. 

Bordeaux, new postoffice building No. 705, etc. 

Bassens, fire protection. 

Limoges, 6,000-bed l'aundry. 

Bassens, mechanical bakery. 

St. Pardon, St. Pardon lighterage wharf, Chantiers and Ateliers de la 
Gironde, Bordeaux. 

Houelles, forestry siding. 

Beau Desert, Second Aerial Artillery Observation School. 

Talmont, material yard and lighterage dock. 

Limoges, ordnance repair shop. 

Nexon, Nexon engine terminal. 

Vauclaire, Vauclaire Hospital. 

Limoges, Route de Lyon Hospital. 

Limoges, Champ de Juillet. 

Limoges, Mas Loubier Hospital. 

Limoges, Bel Air Seminary Hospital. 

Bordeaux, new base headquarters. 

Bordeaux, Aquitane warehouse. 

Bordeaux, barracks for French women. 

Bordeaux, degreasing plant. 

Lormont, motor reception park. 

Bassens, A. T. S. Camp. 

Bassens, 65th Engineers Hill Camp. 

Coutras, railway water supply. 

Mussidan, railway water supply. 

Nexon, railway water supply. 

Ambazac, railway water supply. 

La Souterraine, railway water supply. 

Base section No. 2, electrical work. 

Cenon, Cenon pumping station. 

Section Engineers. Unattached officers and organization engaged in 
work in base section No. 2. 
Base section No. 3 : 

Slough, Engineer stores depot. 

Portsmouth, Base Hospital No. 33. 

Hursley Park, U. S. Base Hospital No. 204. 

Salisbury Court, U. S. Base Hospital No. 40. 

Liverpool, A. R. C. Military Hospital No. 4. 

Liverpool, U. S. Rest Camp and Camp Hospital No. 40. 

Plymouth, U. S. Base Hospital (no number). 

Romsey, U. S. Camp Hospital No. 34. 

Winchester, U. S. Camp Hospital No. 35. 

Southampton, U. S. Rest Camp and Camp Hospital No. 36. 

Winchester, kitchen, washhouses, latrines, and bathhouses for camp. 



432 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

45. Base section No. 3 — Continued. 

Winchester, prison camp. 

Romsey, bathhouses, laundry, latrines, and ablutions for camp. 

Southampton, officers' bathhouse (canceled). 

Romsey, permanent staff quarters (canceled). 

Winchester, officers' mess. 

Winchester, Quartermaster stores and shoe repair shop. 

Winchester, headquarters building for surgeon. 

Winchester, replanning construction, Flower Down Camp. 

Winchester, officers' bathhouse, Flower Down Camp. 

Winchester, Transient Officers' Club, Flower Down Camp (canceled). 

Dartford, U. S. Base Hospital No. 37. 

Winchester, district laboratory. 

Portsmouth, quartermaster and medical stores. 

Tottenham, U. S. Base Hospital No. 29. 

Liverpool, quartermaster stores at Knotty Ash Camp. 

Liverpool, cell and garage. 

Portsmouth, alterations to operating and X-ray rooms. 

Harling Road, mess hall and bathing facilities for camp (canceled). 

Bircham-Newton, kitchen for camp (canceled). 

Swanscomb, heating facilities for shower baths. 

Winchester, delousing plant. 

Romsey, delousing plant. 

Southampton, delousing plant (canceled). 

Winchester, A. R. C. Canteen. 

Hursley Park, A. R. C. Theater (canceled). 

Romsey, A. R. C. Recreation Building (canceled). 

Southampton, Officers' bathhouse (canceled). 

Hursley Park, delousing plant. 

Winchester, office for resident engineer. 

Winchester, Young Men's Christian Association Theater. 

Didcot, Engineer stores depot. 

Southampton, North Stonham Rest Camp (canceled). 

Winchester, railway platform. 

Paignton, A. R. C. Military Hospital No. 21. 

Romsey, extension to cook houses. 

Liverpool, garage (canceled). 

Southampton, garage for embarkation office. 

Codford, Camp Hospital (no number). 

46. Base section No. 4 : 

Le Havre, Quai de Maree warehouse and yard. 

Le Havre, Tancarville Canal warehouse. 

Le Havre, barracks, warehouses, motor parks, and office buildings. 

Rouen, wharf and warehouse construction. 

Rouen, Grande Couronne ammunition dock and storage. 

Rouen, Stevedore Camp Barracks. 

47. Base section No. 5 : 

Brest, Port de Commerce. Cover ramp for Pier No. 3. 

Brest, Permor station. Remodeling stables into barracks. 

Brest, new motor reception parks. 

Brest, pumping station at Casemates Fautras. 

Brest, Fort Guelmeur and old English remount station. 

Brest, latrine at quartermaster sorting yards. 

Brest, American Expeditionary Forces entraining yard. 



APPENDICES. 433 

47. Base section No. 5 — Continued. 

Brest, freight classification shed, Port de Commerce. 
Brest, Stevedore Barracks and camp sewer. Port de Commerce. 
Brest and Pontanezen, Penfeld water supply. 
Brest, remodeling Pontanezen Barracks. 

Brest, Port de Commerce, Storage buildings for quartermaster de- 
partment. 
Brest and vicinity, repair of roads and highways. 
Brest, Port de Commerce water supply. 
Brest, Port de Commerce, Jettee de l'Est. 
Landerneau, hospital. 

Brest, Port de Commerce, Erection of warehouse for Worm & Co. 
Brest, remodeling private residence for Laboratory. 
Brest, Port de Commerce, West Jettee refrigerator plant. 
Brest, remodeling base headquarters building. 
Brest, railroad work, Port de Commerce. 
Brest, installing balcony floor at Casemates Fortress. 
Brest, pipe line from French navy yard to wharves. 
Brest, Kermor Station. Cas distributing station. 
Fort Bouguen, prisoner-of-war inclosure. 
Brest, Forestou Creis, Stevedore B'arracks. 
Brest, rest camp at Pontenezen Barracks. 
Brest, Troop Barracks. 
Brest, small mechanical bakery. 
Kerhuon, base hospital. 

Brest, Pontanezen Barracks, Contagious Disease Hospital. 
Quatre Pompes, driving piles for Navy at water dock. 
Brest, Port de Commerce. Derricks on Pier No. 5. 
Brest, Port de Commerce. South Jettee. 
Base section No. 5, operation of stone quarries. 
Brest, Fort Penfeld Prison Camp. 
Brest and vicinity, miscellaneous electrical work. 
Fort du Portzic, La Trinite water supply. 
Base section No. 5, standard disinfectors. 
Rennes, Rennes Hospital. 
Brest, Port de Commerce. Baggage sheds. 

48. Base section No. 6 : 

Marseille, camp for troops and personnel. 
Marseille, motor reception park. 

Toulon-Milhaud, storage yard and docking facilities. 
Miramas, storage depot. 

49. Base section No. 7 : 

La Pallice, track work at dockyard. 

La Pallice, oil tanks, pipe line, and trackage in Bedford Petroleum 

Co.'s yard. 
La Pallice, Dumet storage yard and Engineer warehouse. 
La Pallice, phospho-guano trackage. 
La Pallice, camp construction. 

La Pallice, construction of Motor Transport Corps park. 
La Pallice, Camp Hospital No. 39. 
La Pallice, remount depot. 
Pa Pallice, wiring docks and sheds. 
La Pallice, completion of refrigeration plant. 
La Pallice, prisoner-of-war inclosure. 
127071—19—28 ; 



434 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

49. Base section No. 7 — Continued. 

La Pallice, A. T. S. office building and warehouses at docks. 
La Rochelle, R. T. 0. office building. 

La Rochelle, construction of two barracks for headquarters detach- 
ment. 
La Rochelle, camp construction. 
Base section No. 7, road work. 
Aigrefeuille, storage project. 
51. Intermediate section (east) : 
Allerey, hospital center. 
Mars, hospital center. 
Mesves, hospital center. 
Vichy, hospital center. 
Nevers, Cut-off. 
Nevers, car repair facilities. 
Marcy, engine terminal. 

Sougy, remount depot and veterinary hospital. 
Clermont-Ferrand, seventh aviation instruction center. 

50. Intermediate section (west) : 

Gievres, historical-technical reports. 55th Engineers. 

General. 

Orleans. Base Hospital 202. 

La Courtine, historical report of camp. 

Le Mans, construction for second depot division. 

Blois, standard disinfector construction. 

Blois, construction of baggage room. 

Blois. remodeling of grain hall. 

Blois, operation of municipal water works. 

Blois, gasoline distributing station. 

Blois. remodeling of Caserne Maurice de Saxe. 

Blois. prisoner-of-war inclosure. 

Blois, spur track for wood-storage yard. 

Blois, construction of 3,000-man recuperation camp. 

Blois, Base Hospital No. 43. 

Cour-Cheverny, construction of Signal Corps replacement depot. 

La Suze, construction of base hospital. 

Alencon, construction of base hospital. 

Avoine, construction of base hospital. 

Montierchaume and Chateauroux — 

Engineer terminal and car repair facilities, Montierchaume. 

Cold-storage depot, Montierchaume. 

Gas mask repair depot, Chateauroux. 

Siding facilities at Anglo-American tank center, Neuvy-Pailloux. 

Convalescent hospital camp, Chateauroux. 

Prisoner-of-war inclosure, Montierchaume. 

Gasoline distributing station, Montierchaume. 

Gasoline distributing station, Le Blanc. 

Gasoline distributing station, Chateauroux. 

Gasoline distributing station. Poitiers. 

Base Hospital No. 9, Chateauroux. 

Sewers, light, and water, camp hospital at Poitiers. 

Power transmission line, Chateauroux to Neuvy-Pailloux. 

Motor Artillery Training Camp, Le Blanc. 

Barrack addition at Ecole Normal Hospital. Chateauroux. 

Observation lowers for artillery ranges, Montmorrillon. 



APPENDICES. 435 

50. Intermediate section (west) — Continued. 

A'ierzon-Forges, loading cars with sand and gravel. 

Vierzon, rearrangement in track and engine facilities. 

Tours-Le Mans, double tracking P. & O. R. R. 

Noyers, fencing cemetery. 

Noyers, construction of Camp Hospital No. 26. 

Noyers. construction of classification camp, first depot division. 

Noyers, gasoline distributing station. 

Noyers, motor transport machine shop. 

Noyers, installation of railroad water-supply station. 

Argenton-sur-Creuse, installation of railroad water-supply station. 

Bourges, construction of two additional tracks, I'ont-Vert to Bourges. 

Bourges. ordnance proving grounds. 

Bourges, remodeling of French Artillery barracks for use of central 

records office. 
Bourges, laying additional track and rearranging freight facilities. 
Chateau-du-Loir, installation of railroad water-supply pump station. 
Chateau-du-Loir, quartermaster casual camp. 
Chatenay. construction air service spares depot. 
Chelles, construction of prison camp. 
Claye-Souilly, Veterinary Hospital No. S. 
Conlie, installation of railroad water supply station. 
Corbeil, construction of track and turntables. 
Dierre. installation of railroad water supply station. 
Dourdan, construction of base hospital. 
Epone, electrical installation. 
Gievres, construction of general intermediate storage depot, including — 

General storage depot, warehouses. 

Track facilities and coal storage. 

Refrigerating plant. 

Remount depot, Selles-sur-Cher. 

Veterinary hospital. Gievres. 

Remount depot, Gievres. 

Gasoline distributing station. Gievres. 

Coffee roasting and grinding plant. 

Electric lighting in bakery. 

Office for R. T. O., Villefranche-sur-Cher. 

Rest and coffee station. 
Grigny, barge terminal. 

Issoudun, construction of ammunition depot at Camp Cheneviere. 
Issoudun, construction of third aviation instruction center. 
La Belle Epine, construction of telephone exchange for Signal Corps. 
Langeais, installation of railroad water supply station. 
Laval, installation of railroad water supply station. 
Le Cors (La Chappelle). bomb and grenade depot. 
Mehere, orthopaedic camp. 

Mehun, construction of intermediate ordnance ammunition depot No. 
4, including — 

Power line, Bourges to Mehun. 

Additional track siding at Mehun. 

Ordnance repair shops. 

Construction of warehouses. 

Installation camp water supply. 

Camp construction. 

Road work. 



436 HISTORICAL REPORT CHIEF ENGINEER A. E. F. 

50. Intermediate section (west) — Continued. 

Montoire-sur-Le-loir, construction of hospital. 
Orly, aviation acceptance park, No. 1. 
Paris — 

Base Hospital No. 85. 

Base Hospital No. 57. 

Base Hospital No. lMl 1 . 

Prophylactic station. 
Reignac, hospital. 

Richelieu, prisoner-of-war officers' inclosure. 
Romarantin, air service production center. 
St. Denis, overhaul park for Motor Transport Corps. 
St. Florent, installation of railroad water supply station. 
St. Germain du Puy, engine terminal. 
Thezee, training school for sanitary troops. 
Tours, second aviation instruction center. 
Tours district, including — ■ 
. Miscellaneous construction and maintenance at Tours. 

Quartermaster salvage depot No. 8, St. Pierre des Corps. 

Camp de Grasse. 

Beaumont Barracks. 

Central prisoner-of-war inclosure. 

Gasoline distributing station. 

Headquarters camp. 

Service park and garage. 

Sick and wounded records department. 

Camp Hospital No. 27. 

Quarters for sick and wounded officers and men. 

Quarters for female employees of the American Expeditionary 
Forces. 

Building for Postal Express Service. 

Prisoner-of-war inclosure (1 company). 
Trembley, convalescent camp hospital. 
Villeneuve-le-Roi, track connections. 
52. Advance section : 

Liffol-le-Grand, regulating station " H." 
Advance section, report of activities. 



APPENDICES. 
Regimental Histories and Monthly Reports. 



437 



Appendix No. 


Organization. 


Appendix No. 


Organization. 


R-l 


1st Engineers. 
2 1 Engineers, 
llh Engineers. 
5th Engineers. 
6th Engineers. 
7th Engineers. 
1 1th Engineers. 
12th Engineers. 
13th Engineers. 
14th Engineers. 
1.5th Engineers. 
16th Engineers. 
17th Engineers. 
18th Engineers. 
2)th Engineers. 
21st Engineers. 
22 d Engineers. 
23d Engineers. 
24th Engineers. 
2.5th Engineers. 
2 >th Engineers. 
27th Engineers. 
28th Engineers. 
21th Engineers. 
32d Engineers. 
33d Engineers. 
34th Engineers. 
37th Engineers. 
40th Engineers. 
5.5th Engineers. 
55th Engineers. 
72 l Engineers. 
74th Engineers. 
101st Engineers. 
102d Engineers. 
103d Engineers. 
104th Engineers. 
10.5th Engineers. 
106th Engineers. 
107th Engineers. 
108th Engineers. 
109th Engineers. 
110th Engineers. 
111th Engineers. 
112th Engineers. 
113th Engineers. 
114th Engineers. 
115th Engineers. 
116th Engineers. 
117th Engineers. 
121st Engineers. 
122d Engineers. 
126th Engineers. 
127th Engineers. 
129th Engineers. 
132d Engineers. 
137th Engineers. 
301st Engineers. 
302d Engineers. 
303d Engineers. 
304th Engineers. 
395th Engineers. 
396th Engineers. 
307th Engineers. 
308th Engineers. 

310th Engineers. 
310th Engineers. 
311th Engineers. 
312th Engineers. 


R 313. 


3I3th Engineers. 
314th Engineers. 
315th Engineers. 


R-2 


R-314 


R-l 


R-315 




R-316.. 


R-6 


R-317 


317th Engineers. 
318th Engineers. 
319th Engineers. 
401st Engineers. 
464th Engineers. 


R-7 


R-318 


R-ll 


R-319 


R-12 


R-401 


R-13 


R-464 


R-14 


R-465 


R-15 


R-466 


466th Engineers. 


R-lfi 


R-467 


R-17 


R-501 




R-1S 


R-502 


502d Engineers. 


R-20 


R-504 


R-21 


R-505 




R-22 


R-506 




R-23... . 


R-50S 




R-21 


R-509 

R-510 

R-511 


509th Engineers. 


R-2.5 




R-26... . 




R-27 


R-512 

R-513 

R-514 


512th Engineers. 


R-28... . 


513th Engineers. 


R-29 




R-32 




R-33 

R-34 

R-37 


R-516 

R-520 

R-521 

R-522 

R-524 

R-525 

R-526.. 

R-527 

R-.528 

R-529 


516th Engineers. 
520th Engineers. 

521st Fngineers. 


R-10 


522d Enginfters. 






R-56. 


525th Engineers. 


R-72 


526th Engineers. 


R-74 


527th Engineers. 


R-101 


528th Engineers. 


R-102.. 


529th Engineers, 


R 103 


R-530 

R-532 

R-534 

R-536 

R-537 

R-540 

R-511 

R-542 

R-543 

R-545 

R-546 

R-547 

R-.548 




R-104 


532cl Engineers. 


R-l 0.5. 




R-106 

R-107 - 

R-J08-... 

R-109 

R-110 


535th Engineers. 
536th Engineers. 
537th Engineers. 
539th Engineers. 
540th Engineers. 


R-lll 


541st Engineers. 


R-l 12.... 


542(1 Engineers. 


R-113 




R-114.. . 


545th Engineers. 


R-l 15.. 




R-l 16 


547th Engineers. 


R-l 17 . 


548th Engineers. 


R-121. 





*49th Engineers. 


R-122.. 


R-.5.50 


550th Engineers. 


R-126.. 


R 6111 


601st Engineers. 


R-127.. . 


R 602 


602d Engineers. 


R-129 


R-603 




R-l 32.. 


R-604 


601th Engineers. 


R-137.. . 


R-605 


605th Engineers. 


R-3Q1 . 


A-l 


First Army. 


R-302 


A-2 

A-3 

C-l 


Second Army. 


R-303 


Third Army. 


R-304. 


First Army Corps. 


R 3 1.5 


( '- ;; 




R-306 


c-l 

( - : 

C-2 


Fourth Army Corps. 


R-307 


Fifth Army Corps. 


R-308.. 


Second Army Corps. 


R-309 


C-6 


Sixth Army Corps. 


R-310 


C-7 

C-8 

C-9 


Seyenth Army Corps. 


R-310-NR 


Eighth Army Corps. 


R-311 


Ninth Army Corps. 


R-312 









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